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traction</title> <meta name="description" content="Search results for: DC traction"> <meta name="keywords" content="DC traction"> <meta name="viewport" content="width=device-width, initial-scale=1, minimum-scale=1, maximum-scale=1, user-scalable=no"> <meta charset="utf-8"> <link href="https://cdn.waset.org/favicon.ico" type="image/x-icon" rel="shortcut icon"> <link href="https://cdn.waset.org/static/plugins/bootstrap-4.2.1/css/bootstrap.min.css" rel="stylesheet"> <link href="https://cdn.waset.org/static/plugins/fontawesome/css/all.min.css" rel="stylesheet"> <link href="https://cdn.waset.org/static/css/site.css?v=150220211555" rel="stylesheet"> </head> <body> <header> <div class="container"> <nav class="navbar navbar-expand-lg navbar-light"> <a class="navbar-brand" href="https://waset.org"> <img src="https://cdn.waset.org/static/images/wasetc.png" alt="Open Science Research Excellence" title="Open Science Research Excellence" /> </a> <button class="d-block d-lg-none navbar-toggler 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id="custom-search-input"> <div class="input-group"> <i class="fas fa-search"></i> <input type="text" class="search-query" name="q" placeholder="Author, Title, Abstract, Keywords" value="DC traction"> <input type="submit" class="btn_search" value="Search"> </div> </div> </form> </div> </div> <div class="row mt-3"> <div class="col-sm-3"> <div class="card"> <div class="card-body"><strong>Commenced</strong> in January 2007</div> </div> </div> <div class="col-sm-3"> <div class="card"> <div class="card-body"><strong>Frequency:</strong> Monthly</div> </div> </div> <div class="col-sm-3"> <div class="card"> <div class="card-body"><strong>Edition:</strong> International</div> </div> </div> <div class="col-sm-3"> <div class="card"> <div class="card-body"><strong>Paper Count:</strong> 141</div> </div> </div> </div> <h1 class="mt-3 mb-3 text-center" style="font-size:1.6rem;">Search results for: DC traction</h1> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">141</span> Suggestion of Two-Step Traction Therapy for Safer and More Effective Conservative Treatment for Low Back Pain </h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Won%20Man%20Park">Won Man Park</a>, <a href="https://publications.waset.org/abstracts/search?q=Dae%20Kyung%20Choi"> Dae Kyung Choi</a>, <a href="https://publications.waset.org/abstracts/search?q=Kyungsoo%20Kim"> Kyungsoo Kim</a>, <a href="https://publications.waset.org/abstracts/search?q=Yoon%20Hyuk%20Kim"> Yoon Hyuk Kim</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Traction therapy has been used in the treatment of spinal pain for decades. However, a case study reported the occurrence of large disc protrusion during motorized traction therapy. In this study, we hypothesized that additional local decompression with a global axial traction could be helpful for risk reduction of intervertebral disc damage. A validated three dimensional finite element model of the lumbar spine was used. Two-step traction therapy using the axial global traction (the first step) with 1/3 body weight and the additional local decompression (the second step) with 7 mm translation of L4 spinal bone was determined for the traction therapy. During two-step traction therapy, the sacrum was constrained in all translational directions. Reduced lordosis angle by the global axial traction recovered with the additional local decompression. Stress on fibers of the annulus fibrosus by the axial global traction decreased with the local decompression by 17%~96% in the posterior region of intervertebral disc. Stresses on ligaments except anterior longitudinal ligaments in all motion segments decreased till 4.9 mm~5.6 mm translation of L4 spinal bone. The results of this study showed that the additional local decompression is very useful for reducing risk of damage in the intervertebral disc and ligaments caused by the global axial traction force. Moreover, the local decompression could be used to enhance reduction of intradiscal pressure. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=lumbar%20spine" title="lumbar spine">lumbar spine</a>, <a href="https://publications.waset.org/abstracts/search?q=traction-therapy" title=" traction-therapy"> traction-therapy</a>, <a href="https://publications.waset.org/abstracts/search?q=biomechanics" title=" biomechanics"> biomechanics</a>, <a href="https://publications.waset.org/abstracts/search?q=finite%20element%20analysis" title=" finite element analysis"> finite element analysis</a> </p> <a href="https://publications.waset.org/abstracts/17341/suggestion-of-two-step-traction-therapy-for-safer-and-more-effective-conservative-treatment-for-low-back-pain" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/17341.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">486</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">140</span> Traction Behavior of Linear Piezo-Viscous Lubricants in Rough Elastohydrodynamic Lubrication Contacts</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Punit%20Kumar">Punit Kumar</a>, <a href="https://publications.waset.org/abstracts/search?q=Niraj%20Kumar"> Niraj Kumar</a> </p> <p class="card-text"><strong>Abstract:</strong></p> The traction behavior of lubricants with the linear pressure-viscosity response in EHL line contacts is investigated numerically for smooth as well as rough surfaces. The analysis involves the simultaneous solution of Reynolds, elasticity and energy equations along with the computation of lubricant properties and surface temperatures. The temperature modified Doolittle-Tait equations are used to calculate viscosity and density as functions of fluid pressure and temperature, while Carreau model is used to describe the lubricant rheology. The surface roughness is assumed to be sinusoidal and it is present on the nearly stationary surface in near-pure sliding EHL conjunction. The linear P-V oil is found to yield much lower traction coefficients and slightly thicker EHL films as compared to the synthetic oil for a given set of dimensionless speed and load parameters. Besides, the increase in traction coefficient attributed to surface roughness is much lower for the former case. The present analysis emphasizes the importance of employing realistic pressure-viscosity response for accurate prediction of EHL traction. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=EHL" title="EHL">EHL</a>, <a href="https://publications.waset.org/abstracts/search?q=linear%20pressure-viscosity" title=" linear pressure-viscosity"> linear pressure-viscosity</a>, <a href="https://publications.waset.org/abstracts/search?q=surface%20roughness" title=" surface roughness"> surface roughness</a>, <a href="https://publications.waset.org/abstracts/search?q=traction" title=" traction"> traction</a>, <a href="https://publications.waset.org/abstracts/search?q=water%2Fglycol" title=" water/glycol"> water/glycol</a> </p> <a href="https://publications.waset.org/abstracts/50474/traction-behavior-of-linear-piezo-viscous-lubricants-in-rough-elastohydrodynamic-lubrication-contacts" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/50474.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">382</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">139</span> The Analysis of Own Signals of PM Electrical Machines – Example of Eccentricity</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Marcin%20Baranski">Marcin Baranski</a> </p> <p class="card-text"><strong>Abstract:</strong></p> This article presents a vibration diagnostic method designed for permanent magnets (PM) traction motors. Those machines are commonly used in traction drives of electrical vehicles. Specific structural properties of machines excited by permanent magnets are used in this method - electromotive force (EMF) generated due to vibrations. This work presents: field-circuit model, results of static tests, results of calculations and simulations. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=electrical%20vehicle" title="electrical vehicle">electrical vehicle</a>, <a href="https://publications.waset.org/abstracts/search?q=permanent%20magnet" title=" permanent magnet"> permanent magnet</a>, <a href="https://publications.waset.org/abstracts/search?q=traction%20drive" title=" traction drive"> traction drive</a>, <a href="https://publications.waset.org/abstracts/search?q=vibrations" title=" vibrations"> vibrations</a>, <a href="https://publications.waset.org/abstracts/search?q=electrical%20machine" title=" electrical machine"> electrical machine</a>, <a href="https://publications.waset.org/abstracts/search?q=eccentricity" title=" eccentricity"> eccentricity</a> </p> <a href="https://publications.waset.org/abstracts/29703/the-analysis-of-own-signals-of-pm-electrical-machines-example-of-eccentricity" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/29703.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">628</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">138</span> Vector Control of Two Five Phase PMSM Connected in Series Powered by Matrix Converter Application to the Rail Traction</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=S.%20Meguenni">S. Meguenni</a>, <a href="https://publications.waset.org/abstracts/search?q=A.%20Djahbar"> A. Djahbar</a>, <a href="https://publications.waset.org/abstracts/search?q=K.%20Tounsi"> K. Tounsi</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Electric railway traction systems are complex; they have electrical couplings, magnetic and solid mechanics. These couplings impose several constraints that complicate the modeling and analysis of these systems. An example of drive systems, which combine the advantages of the use of multiphase machines, power electronics and computing means, is mono convert isseur multi-machine system which can control a fully decoupled so many machines whose electric windings are connected in series. In this approach, our attention especially on modeling and independent control of two five phase synchronous machine with permanent magnet connected in series and fed by a matrix converter application to the rail traction (bogie of a locomotive BB 36000). <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=synchronous%20machine" title="synchronous machine">synchronous machine</a>, <a href="https://publications.waset.org/abstracts/search?q=vector%20control%20Multi-machine%2F%20Multi-inverter" title=" vector control Multi-machine/ Multi-inverter"> vector control Multi-machine/ Multi-inverter</a>, <a href="https://publications.waset.org/abstracts/search?q=matrix%20inverter" title=" matrix inverter"> matrix inverter</a>, <a href="https://publications.waset.org/abstracts/search?q=Railway%20traction" title=" Railway traction"> Railway traction</a> </p> <a href="https://publications.waset.org/abstracts/49131/vector-control-of-two-five-phase-pmsm-connected-in-series-powered-by-matrix-converter-application-to-the-rail-traction" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/49131.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">371</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">137</span> A Study on Traction Motor Design for Obtaining the Maximum Traction Force of Tram-Train</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Geochul%20Jeong">Geochul Jeong</a>, <a href="https://publications.waset.org/abstracts/search?q=In-Gun%20Kim"> In-Gun Kim</a>, <a href="https://publications.waset.org/abstracts/search?q=Hyun-Seok%20Hong"> Hyun-Seok Hong</a>, <a href="https://publications.waset.org/abstracts/search?q=Dong-Woo%20Kang"> Dong-Woo Kang</a>, <a href="https://publications.waset.org/abstracts/search?q=Ju%20Lee"> Ju Lee</a> </p> <p class="card-text"><strong>Abstract:</strong></p> This study is about IPMSM design for obtaining the maximum traction force of Tram-Train. Tram-Train is a Tram and Train-combined railway vehicles, which operates at a maximum speed of 70km/h in the city section (Tram section) and at a maximum speed of 150km/h in the out-of-city section (Train section). For this reason, tram-train was designed to be an IPMSM (Interior Permanent Synchronous Motor) with a wide range of speed variation. IPMSM’s magnetic path varies depending on the shape of rotor and in this case, the power characteristics are different in the constant torque area and the flux weakening area. Therefore, this study suggests a method to improve Tram-Train’s traction force, based on the relationship between magnetic torque and reluctance torque. The suggested method was applied through IPMSM rotor shape design and electromagnetic field finite element method was conducted to verify the validity of the suggested method. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=tram-train" title="tram-train">tram-train</a>, <a href="https://publications.waset.org/abstracts/search?q=traction%20motor" title=" traction motor"> traction motor</a>, <a href="https://publications.waset.org/abstracts/search?q=IPMSM" title=" IPMSM"> IPMSM</a>, <a href="https://publications.waset.org/abstracts/search?q=synchronous%20motor" title=" synchronous motor"> synchronous motor</a>, <a href="https://publications.waset.org/abstracts/search?q=railway%20vehicles" title=" railway vehicles"> railway vehicles</a> </p> <a href="https://publications.waset.org/abstracts/41383/a-study-on-traction-motor-design-for-obtaining-the-maximum-traction-force-of-tram-train" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/41383.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">471</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">136</span> [Keynote Talk]: Implementation of 5 Level and 7 Level Multilevel Inverter in Local Trains of Mumbai</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Sharvari%20Sane">Sharvari Sane</a>, <a href="https://publications.waset.org/abstracts/search?q=Swati%20Sharma"> Swati Sharma</a>, <a href="https://publications.waset.org/abstracts/search?q=Sanjay%20K.%20Prasad"> Sanjay K. Prasad</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Local trains are the lifelines of Mumbai city. Earlier 1500 Volt D.C. supply, is now completely and successfully converted into 25 KV A.C. in central, western and harbour routes. This task is the outcome of the advancement in the area of power electronics. Author has already done the comparative study between D.C. and A.C. supply of traction and predicted the serious problem regarding the harmonics. In this paper, the simulation for 5 level as well as 7 level multilevel inverter has been done which is the substitute for the present cascade type inverter. This paper also showed the reduced level of Total Harmonic Distortion (THD) in the traction system. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=total%20harmonic%20distortion%20%28THD%29" title="total harmonic distortion (THD)">total harmonic distortion (THD)</a>, <a href="https://publications.waset.org/abstracts/search?q=traction%20sub%20station%20%28TSS%29" title=" traction sub station (TSS)"> traction sub station (TSS)</a>, <a href="https://publications.waset.org/abstracts/search?q=harmonics" title=" harmonics"> harmonics</a>, <a href="https://publications.waset.org/abstracts/search?q=multilevel%20inverter" title=" multilevel inverter"> multilevel inverter</a> </p> <a href="https://publications.waset.org/abstracts/68258/keynote-talk-implementation-of-5-level-and-7-level-multilevel-inverter-in-local-trains-of-mumbai" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/68258.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">419</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">135</span> Performance Analysis of Different Power Electronics Structures for Electric Vehicles (EVs)</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Sekkak%20Abdelmalek">Sekkak Abdelmalek</a> </p> <p class="card-text"><strong>Abstract:</strong></p> The aim of this paper is to establish an energy balance of the drivetrain of a low power electric vehicle (around ten kilowatts). The study is based on two topologies of power electronics converter, the voltage source inverter and cascaded H-Bridge inverter. For each of these solutions, two voltage levels are studied for the drivetrain. At first a discussion of cascaded H-Bridge inverters will be performed on the potential benefits of this structure for its use to other functions such as macroscopic batteries management system. In a second step, the performances of the traction chain are compared according to the structure of the power converter and the voltage level of the traction chain. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=power%20electronics" title="power electronics">power electronics</a>, <a href="https://publications.waset.org/abstracts/search?q=static%20converters" title=" static converters"> static converters</a>, <a href="https://publications.waset.org/abstracts/search?q=cascaded%20H-Bridge" title=" cascaded H-Bridge"> cascaded H-Bridge</a>, <a href="https://publications.waset.org/abstracts/search?q=traction%20chain" title=" traction chain"> traction chain</a>, <a href="https://publications.waset.org/abstracts/search?q=efficiency" title=" efficiency"> efficiency</a>, <a href="https://publications.waset.org/abstracts/search?q=losses" title=" losses"> losses</a>, <a href="https://publications.waset.org/abstracts/search?q=batteries%20balancing" title=" batteries balancing"> batteries balancing</a> </p> <a href="https://publications.waset.org/abstracts/7220/performance-analysis-of-different-power-electronics-structures-for-electric-vehicles-evs" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/7220.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">512</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">134</span> Simulink Library for Reference Current Generation in Active DC Traction Substations</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Mihaela%20Popescu">Mihaela Popescu</a>, <a href="https://publications.waset.org/abstracts/search?q=Alexandru%20Bitoleanu"> Alexandru Bitoleanu</a> </p> <p class="card-text"><strong>Abstract:</strong></p> This paper is focused on the reference current calculation in the compensation mode of the active DC traction substations. The so-called p-q theory of the instantaneous reactive power is used as theoretical foundation. The compensation goal of total compensation is taken into consideration for the operation under both sinusoidal and nonsinusoidal voltage conditions, through the two objectives of unity power factor and perfect harmonic cancelation. Four blocks of reference current generation implement the conceived algorithms and they are included in a specific Simulink library, which is useful in a DSP dSPACE-based platform working under Matlab/Simulink. The simulation results validate the correctness of the implementation and fulfillment of the compensation tasks. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=active%20power%20filter" title="active power filter">active power filter</a>, <a href="https://publications.waset.org/abstracts/search?q=DC%20traction" title=" DC traction"> DC traction</a>, <a href="https://publications.waset.org/abstracts/search?q=p-q%20theory" title=" p-q theory"> p-q theory</a>, <a href="https://publications.waset.org/abstracts/search?q=Simulink%20library" title=" Simulink library"> Simulink library</a> </p> <a href="https://publications.waset.org/abstracts/27955/simulink-library-for-reference-current-generation-in-active-dc-traction-substations" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/27955.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">673</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">133</span> Integrated Braking and Traction Torque Vectoring Control Based on Vehicle Yaw Rate for Stability improvement of All-Wheel-Drive Electric Vehicles</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Mahmoud%20Said%20Jneid">Mahmoud Said Jneid</a>, <a href="https://publications.waset.org/abstracts/search?q=P%C3%A9ter%20Harth"> Péter Harth</a> </p> <p class="card-text"><strong>Abstract:</strong></p> EVs with independent wheel driving greatly improve vehicle stability in poor road conditions. Wheel torques can be precisely controlled through electric motors driven using advanced technologies. As a result, various types of advanced chassis assistance systems (ACAS) can be implemented. This paper proposes an integrated torque vectoring control based on wheel slip regulation in both braking and traction modes. For generating the corrective yaw moment, the vehicle yaw rate and sideslip angle are monitored. The corrective yaw moment is distributed into traction and braking torques based on an equal-opposite components approach. The proposed torque vectoring control scheme is validated in simulation and the results show its superiority when compared to conventional schemes. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=all-wheel-drive" title="all-wheel-drive">all-wheel-drive</a>, <a href="https://publications.waset.org/abstracts/search?q=electric%20vehicle" title=" electric vehicle"> electric vehicle</a>, <a href="https://publications.waset.org/abstracts/search?q=torque%20vectoring" title=" torque vectoring"> torque vectoring</a>, <a href="https://publications.waset.org/abstracts/search?q=regenerative%20braking" title=" regenerative braking"> regenerative braking</a>, <a href="https://publications.waset.org/abstracts/search?q=stability%20control" title=" stability control"> stability control</a>, <a href="https://publications.waset.org/abstracts/search?q=traction%20control" title=" traction control"> traction control</a>, <a href="https://publications.waset.org/abstracts/search?q=yaw%20rate%20control" title=" yaw rate control"> yaw rate control</a> </p> <a href="https://publications.waset.org/abstracts/159197/integrated-braking-and-traction-torque-vectoring-control-based-on-vehicle-yaw-rate-for-stability-improvement-of-all-wheel-drive-electric-vehicles" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/159197.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">83</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">132</span> A Survey of the Constraints Associated with the Mechanized Tillage of the Fadama Using Animal Drawn Tillage Implements</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=L.%20G.%20Abubakar">L. G. Abubakar</a>, <a href="https://publications.waset.org/abstracts/search?q=A.%20M.%20El-Okene"> A. M. El-Okene</a>, <a href="https://publications.waset.org/abstracts/search?q=M.%20L.%20Suleiman"> M. L. Suleiman</a>, <a href="https://publications.waset.org/abstracts/search?q=Z.%20Abubakar"> Z. Abubakar</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Fadama tillage in Northern Nigeria and in Zaria in particular, has relied on manual labour and corresponding implements which are associated with drudgery, loss of human energy due to bending and reduced productivity. A survey was conducted to study the present tillage practices and determine the constraints associated with the use of animal traction for mechanized tillage of the Fadama. The study revealed that Fadama farmers (mostly aged between 36 and 60 years) use manual labour with tools like small hoe, big hoe and rake to till during the dry season (October of one year to March of the next year). Most of the Fadama farmers believe that tillage operations like ploughing, harrowing and basin making are very important tillage activities in the preparation of seedbeds for crops like green maize, sugarcane and vegetables, but are constrained to using animal traction for tillage due to beliefs like unsuitability of the workbulls and corresponding implements, Fadama soil being too heavy for the system and the non-attainment of deep tillage required by crops like sugarcane and potato. These were affirmed by local blacksmiths of animal traction implements and agricultural officers of government establishments. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=snimal%20traction" title="snimal traction">snimal traction</a>, <a href="https://publications.waset.org/abstracts/search?q=Fadama" title=" Fadama"> Fadama</a>, <a href="https://publications.waset.org/abstracts/search?q=tillage%20implements" title=" tillage implements"> tillage implements</a>, <a href="https://publications.waset.org/abstracts/search?q=workbulls" title=" workbulls"> workbulls</a> </p> <a href="https://publications.waset.org/abstracts/16349/a-survey-of-the-constraints-associated-with-the-mechanized-tillage-of-the-fadama-using-animal-drawn-tillage-implements" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/16349.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">507</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">131</span> Effectiveness of Shock Wave Therapy Versus Intermittent Mechanical Traction on Mechanical Low Back Pain and Disabilities</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Ahmed%20Assem%20Abd%20El%20Rahim">Ahmed Assem Abd El Rahim</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Background: Mechanical low back pain is serious physical and social health problem. Purpose: To examine impact of shock wave therapy versus intermittent mechanical traction on mechanical LBP, and disabilities. Subjects: 60 mechanical LBP male studied cases years old 20-35 years were assigned randomly into 3 groups, Picked up from Sohag university orthopedic hospital outpatient clinic. Methods: (Study Group) A: 20 studied cases underwent shock wave therapy plus conventional physical therapy. (Study Group) B: twenty studied cases underwent intermittent mechanical traction plus conventional physical therapy. (Control Group) C: 20 patients underwent conventional physical therapy alone. Three sessions were applied weekly for four weeks. Pain was quantified using McGill Pain Questionnaire, Roland Morris Disability Questionnaire was used for measuring disability, and the ROM was evaluated by (BROM) device pre- & post-therapy. Results: Groups (A, B & C) found a reduction in pain & disability & rise in their in flexion and extension ROM after end of 4 weeks of program. Mean values of pain scale after therapy were 15.3, 9.47, and 23.07 in groups A, B, & C. mean values of Disability scale after therapy were 8.44, 4.87, 11.8in groups A, B & C. mean values of ROM of flexion were 25.53, 29.06, & 23.9 in groups A, B & C. mean values of ROM of extension were 11.73, 15.53 & 9.85 in groups A, B & C. studied cases who received intermittent mechanical traction & conventional physical therapy (group B), found reduction in pain & disability & improvement in ROM of flexion & extension value (P<0.001) after therapy program. Conclusion: Shock wave therapy and intermittent mechanical traction, as well as conventional physical treatment, can be beneficial in studied cases with mechanical LBP. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=mechanical%20%20low%20back%20pain" title="mechanical low back pain">mechanical low back pain</a>, <a href="https://publications.waset.org/abstracts/search?q=shock%20wave" title=" shock wave"> shock wave</a>, <a href="https://publications.waset.org/abstracts/search?q=mechanical" title=" mechanical"> mechanical</a>, <a href="https://publications.waset.org/abstracts/search?q=low%20back%20pain" title=" low back pain"> low back pain</a> </p> <a href="https://publications.waset.org/abstracts/181169/effectiveness-of-shock-wave-therapy-versus-intermittent-mechanical-traction-on-mechanical-low-back-pain-and-disabilities" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/181169.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">54</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">130</span> Modelling and Technical Assessment of Multi-Motor for Electric Vehicle Drivetrains by Using Electric Differential</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Mohamed%20Abdel-Monem">Mohamed Abdel-Monem</a>, <a href="https://publications.waset.org/abstracts/search?q=Gamal%20Sowilam"> Gamal Sowilam</a>, <a href="https://publications.waset.org/abstracts/search?q=Omar%20Hegazy"> Omar Hegazy</a> </p> <p class="card-text"><strong>Abstract:</strong></p> This paper presents a technical assessment of an electric vehicle with two independent rear-wheel motor and an improved traction control system. The electric differential and the control strategy have been implemented to assure that in a straight trajectory, the two rear-wheels run exactly at the same speed, considering the same/different road conditions under the left and right side of the wheels. In case of turning to right/left, the difference between the two rear-wheels speeds assures a vehicle trajectory without sliding, thanks to a harmony between the electric differential and the control strategy. The present article demonstrates a complete model and analysis of a traction control system, considering four different traction scenarios, for two independent rear-wheels motors for electric vehicles. Furthermore, the vehicle model, including wheel dynamics, load forces, electric differential, and control strategy, is designed and verified by using MATLAB/Simulink environment. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=electric%20vehicle" title="electric vehicle">electric vehicle</a>, <a href="https://publications.waset.org/abstracts/search?q=energy%20saving" title=" energy saving"> energy saving</a>, <a href="https://publications.waset.org/abstracts/search?q=multi-motor" title=" multi-motor"> multi-motor</a>, <a href="https://publications.waset.org/abstracts/search?q=electric%20differential" title=" electric differential"> electric differential</a>, <a href="https://publications.waset.org/abstracts/search?q=simulation%20and%20control" title=" simulation and control"> simulation and control</a> </p> <a href="https://publications.waset.org/abstracts/90576/modelling-and-technical-assessment-of-multi-motor-for-electric-vehicle-drivetrains-by-using-electric-differential" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/90576.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">351</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">129</span> A Cohesive Zone Model with Parameters Determined by Uniaxial Stress-Strain Curve</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Y.J.%20Wang">Y.J. Wang</a>, <a href="https://publications.waset.org/abstracts/search?q=C.%20Q.%20Ru"> C. Q. Ru</a> </p> <p class="card-text"><strong>Abstract:</strong></p> A key issue of cohesive zone models is how to determine the cohesive zone model parameters based on real material test data. In this paper, uniaxial nominal stress-strain curve (SS curve) is used to determine two key parameters of a cohesive zone model (CZM): The maximum traction and the area under the curve of traction-separation law (TSL). To this end, the true SS curve is obtained based on the nominal SS curve, and the relationship between the nominal SS curve and TSL is derived based on an assumption that the stress for cracking should be the same in both CZM and the real material. In particular, the true SS curve after necking is derived from the nominal SS curve by taking the average of the power law extrapolation and the linear extrapolation, and a damage factor is introduced to offset the true stress reduction caused by the voids generated at the necking zone. The maximum traction of the TSL is equal to the maximum true stress calculated based on the damage factor at the end of hardening. In addition, a simple specimen is modeled by Abaqus/Standard to calculate the critical J-integral, and the fracture energy calculated by the critical J-integral represents the stored strain energy in the necking zone calculated by the true SS curve. Finally, the CZM parameters obtained by the present method are compared to those used in a previous related work for a simulation of the drop-weight tear test. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=dynamic%20fracture" title="dynamic fracture">dynamic fracture</a>, <a href="https://publications.waset.org/abstracts/search?q=cohesive%20zone%20model" title=" cohesive zone model"> cohesive zone model</a>, <a href="https://publications.waset.org/abstracts/search?q=traction-separation%20law" title=" traction-separation law"> traction-separation law</a>, <a href="https://publications.waset.org/abstracts/search?q=stress-strain%20curve" title=" stress-strain curve"> stress-strain curve</a>, <a href="https://publications.waset.org/abstracts/search?q=J-integral" title=" J-integral"> J-integral</a> </p> <a href="https://publications.waset.org/abstracts/21419/a-cohesive-zone-model-with-parameters-determined-by-uniaxial-stress-strain-curve" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/21419.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">474</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">128</span> Determination of Cohesive Zone Model’s Parameters Based On the Uniaxial Stress-Strain Curve</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Y.%20J.%20Wang">Y. J. Wang</a>, <a href="https://publications.waset.org/abstracts/search?q=C.%20Q.%20Ru"> C. Q. Ru</a> </p> <p class="card-text"><strong>Abstract:</strong></p> A key issue of cohesive zone models is how to determine the cohesive zone model (CZM) parameters based on real material test data. In this paper, uniaxial nominal stress-strain curve (SS curve) is used to determine two key parameters of a cohesive zone model: the maximum traction and the area under the curve of traction-separation law (TSL). To this end, the true SS curve is obtained based on the nominal SS curve, and the relationship between the nominal SS curve and TSL is derived based on an assumption that the stress for cracking should be the same in both CZM and the real material. In particular, the true SS curve after necking is derived from the nominal SS curve by taking the average of the power law extrapolation and the linear extrapolation, and a damage factor is introduced to offset the true stress reduction caused by the voids generated at the necking zone. The maximum traction of the TSL is equal to the maximum true stress calculated based on the damage factor at the end of hardening. In addition, a simple specimen is simulated by Abaqus/Standard to calculate the critical J-integral, and the fracture energy calculated by the critical J-integral represents the stored strain energy in the necking zone calculated by the true SS curve. Finally, the CZM parameters obtained by the present method are compared to those used in a previous related work for a simulation of the drop-weight tear test. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=dynamic%20fracture" title="dynamic fracture">dynamic fracture</a>, <a href="https://publications.waset.org/abstracts/search?q=cohesive%20zone%20model" title=" cohesive zone model"> cohesive zone model</a>, <a href="https://publications.waset.org/abstracts/search?q=traction-separation%20law" title=" traction-separation law"> traction-separation law</a>, <a href="https://publications.waset.org/abstracts/search?q=stress-strain%20curve" title=" stress-strain curve"> stress-strain curve</a>, <a href="https://publications.waset.org/abstracts/search?q=J-integral" title=" J-integral"> J-integral</a> </p> <a href="https://publications.waset.org/abstracts/23486/determination-of-cohesive-zone-models-parameters-based-on-the-uniaxial-stress-strain-curve" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/23486.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">513</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">127</span> Fuel Cells Not Only for Cars: Technological Development in Railways</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Marita%20Pig%C5%82owska">Marita Pigłowska</a>, <a href="https://publications.waset.org/abstracts/search?q=Beata%20Kurc"> Beata Kurc</a>, <a href="https://publications.waset.org/abstracts/search?q=Pawe%C5%82%20Daszkiewicz"> Paweł Daszkiewicz</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Railway vehicles are divided into two groups: traction (powered) vehicles and wagons. The traction vehicles include locomotives (line and shunting), railcars (sometimes referred to as railbuses), and multiple units (electric and diesel), consisting of several or a dozen carriages. In vehicles with diesel traction, fuel energy (petrol, diesel, or compressed gas) is converted into mechanical energy directly in the internal combustion engine or via electricity. In the latter case, the combustion engine generator produces electricity that is then used to drive the vehicle (diesel-electric drive or electric transmission). In Poland, such a solution dominates both in heavy linear and shunting locomotives. The classic diesel drive is available for the lightest shunting locomotives, railcars, and passenger diesel multiple units. Vehicles with electric traction do not have their own source of energy -they use pantographs to obtain electricity from the traction network. To determine the competitiveness of the hydrogen propulsion system, it is essential to understand how it works. The basic elements of the construction of a railway vehicle drive system that uses hydrogen as a source of traction force are fuel cells, batteries, fuel tanks, traction motors as well as main and auxiliary converters. The compressed hydrogen is stored in tanks usually located on the roof of the vehicle. This resource is supplemented with the use of specialized infrastructure while the vehicle is stationary. Hydrogen is supplied to the fuel cell, where it oxidizes. The effect of this chemical reaction is electricity and water (in two forms -liquid and water vapor). Electricity is stored in batteries (so far, lithium-ion batteries are used). Electricity stored in this way is used to drive traction motors and supply onboard equipment. The current generated by the fuel cell passes through the main converter, whose task is to adjust it to the values required by the consumers, i.e., batteries and the traction motor. The work will attempt to construct a fuel cell with unique electrodes. This research is a trend that connects industry with science. The first goal will be to obtain hydrogen on a large scale in tube furnaces, to thoroughly analyze the obtained structures (IR), and to apply the method in fuel cells. The second goal is to create low-energy energy storage and distribution station for hydrogen and electric vehicles. The scope of the research includes obtaining a carbon variety and obtaining oxide systems on a large scale using a tubular furnace and then supplying vehicles. Acknowledgments: This work is supported by the Polish Ministry of Science and Education, project "The best of the best! 4.0", number 0911/MNSW/4968 – M.P. and grant 0911/SBAD/2102—B.K. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=railway" title="railway">railway</a>, <a href="https://publications.waset.org/abstracts/search?q=hydrogen" title=" hydrogen"> hydrogen</a>, <a href="https://publications.waset.org/abstracts/search?q=fuel%20cells" title=" fuel cells"> fuel cells</a>, <a href="https://publications.waset.org/abstracts/search?q=hybrid%20vehicles" title=" hybrid vehicles"> hybrid vehicles</a> </p> <a href="https://publications.waset.org/abstracts/141311/fuel-cells-not-only-for-cars-technological-development-in-railways" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/141311.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">189</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">126</span> Force Measurement for E-Cadherin-Mediated Intercellular Adhesion Probed by Protein Micropattern and Traction Force Microscopy</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Chieh-Chung%20Tsou">Chieh-Chung Tsou</a>, <a href="https://publications.waset.org/abstracts/search?q=Chun-Min%20Lo"> Chun-Min Lo</a>, <a href="https://publications.waset.org/abstracts/search?q=Yeh-Shiu%20Chu"> Yeh-Shiu Chu</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Cell’s mechanical forces provide important physical cues in regulation of proper cellular functions, such as cell differentiation, proliferation and migration. It is believed that adhesive forces generated by cell-cell interaction are able to transmit to the interior of cell through filamentous cortical cytoskeleton. Prominent among other membrane receptors, Cadherins are prototypical adhesive molecules able to generate remarkable forces to regulate intercellular adhesion. However, the mechanistic steps of mechano-transduction in Cadherin-mediated adhesion remain very controversial. We are interested in understanding how Cadherin protein complexes enable force generation and transmission at cell-cell contact in the initial stage of intercellular adhesion. For providing a better control of time, space, and substrate stiffness, in this study, a combination of protein micropattern, micropipette manipulation, and traction force microscopy is used. Pair micropattern with different forms confines cell spreading area and the gaps in pairs varied from 2 to 8 microns are applied for monitoring the forces that cell pairs generated, measured by traction force microscopy. Moreover, cell clones obtained from epithelial cells undergone genome editing are used to score the importance for known components of Cadherin complexes in force generation. We believe that our results from this combinatory mechanobiological method will provide deep insights on understanding the biophysical principle governing mechano- transduction of Cadherin-mediated intercellular adhesion. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=cadherin" title="cadherin">cadherin</a>, <a href="https://publications.waset.org/abstracts/search?q=intercellular%20adhesion" title=" intercellular adhesion"> intercellular adhesion</a>, <a href="https://publications.waset.org/abstracts/search?q=protein%20micropattern" title=" protein micropattern"> protein micropattern</a>, <a href="https://publications.waset.org/abstracts/search?q=traction%20force%20microscopy" title=" traction force microscopy"> traction force microscopy</a> </p> <a href="https://publications.waset.org/abstracts/58816/force-measurement-for-e-cadherin-mediated-intercellular-adhesion-probed-by-protein-micropattern-and-traction-force-microscopy" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/58816.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">251</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">125</span> The Effect of Normal Cervical Sagittal Configuration in the Management of Cervicogenic Dizziness: A 1-Year Randomized Controlled Study</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Moustafa%20Ibrahim%20Moustafa">Moustafa Ibrahim Moustafa</a> </p> <p class="card-text"><strong>Abstract:</strong></p> The purpose of this study was to determine the immediate and long term effects of a multimodal program, with the addition of cervical sagittal curve restoration and forward head correction, on severity of dizziness, disability, frequency of dizziness, and severity of cervical pain. 72 patients with cervicogenic dizziness, definite hypolordotic cervical spine, and forward head posture were randomized to experimental or a control group. Both groups received the multimodal program, additionally, the study group received the Denneroll cervical traction. All outcome measures were measured at three intervals. The general linear model indicated a significant group × time effects in favor of experimental group on measures of anterior head translation (F=329.4 P < .0005), cervical lordosis (F=293.7 P < .0005), severity of dizziness (F=262.1 P < .0005), disability (F=248.9 P < .0005), frequency of dizziness (F=53.9 P < .0005), and severity of cervical pain (F=350.1 P < .0005). The addition of Dennroll cervical traction to a multimodal program can positively affect dizziness management outcomes. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=randomized%20controlled%20trial" title="randomized controlled trial">randomized controlled trial</a>, <a href="https://publications.waset.org/abstracts/search?q=traction" title=" traction"> traction</a>, <a href="https://publications.waset.org/abstracts/search?q=dizziness" title=" dizziness"> dizziness</a>, <a href="https://publications.waset.org/abstracts/search?q=cervical" title=" cervical"> cervical</a> </p> <a href="https://publications.waset.org/abstracts/1499/the-effect-of-normal-cervical-sagittal-configuration-in-the-management-of-cervicogenic-dizziness-a-1-year-randomized-controlled-study" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/1499.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">310</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">124</span> Efficient Control of Some Dynamic States of Wheeled Robots</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Boguslaw%20Schreyer">Boguslaw Schreyer</a> </p> <p class="card-text"><strong>Abstract:</strong></p> In some types of wheeled robots it is important to secure starting acceleration and deceleration maxima while at the same time maintaining transversal stability. In this paper torque distribution between the front and rear wheels as well as the timing of torque application have been calculated. Both secure an optimum traction coefficient. This paper also identifies required input signals to a control unit, which controls the torque values and timing. Using a three dimensional, two mass model of a robot developed by the author a computer simulation was performed confirming the calculations presented in this paper. These calculations were also implemented and confirmed during military robot testing. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=robot%20dynamics" title="robot dynamics">robot dynamics</a>, <a href="https://publications.waset.org/abstracts/search?q=torque%20distribution" title=" torque distribution"> torque distribution</a>, <a href="https://publications.waset.org/abstracts/search?q=traction%20coefficient" title=" traction coefficient"> traction coefficient</a>, <a href="https://publications.waset.org/abstracts/search?q=wheeled%20robots" title=" wheeled robots"> wheeled robots</a> </p> <a href="https://publications.waset.org/abstracts/69730/efficient-control-of-some-dynamic-states-of-wheeled-robots" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/69730.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">312</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">123</span> Micromechanical Modelling of Ductile Damage with a Cohesive-Volumetric Approach</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Noe%20Brice%20Nkoumbou%20Kaptchouang">Noe Brice Nkoumbou Kaptchouang</a>, <a href="https://publications.waset.org/abstracts/search?q=Pierre-Guy%20Vincent"> Pierre-Guy Vincent</a>, <a href="https://publications.waset.org/abstracts/search?q=Yann%20Monerie"> Yann Monerie</a> </p> <p class="card-text"><strong>Abstract:</strong></p> The present work addresses the modelling and the simulation of crack initiation and propagation in ductile materials which failed by void nucleation, growth, and coalescence. One of the current research frameworks on crack propagation is the use of cohesive-volumetric approach where the crack growth is modelled as a decohesion of two surfaces in a continuum material. In this framework, the material behavior is characterized by two constitutive relations, the volumetric constitutive law relating stress and strain, and a traction-separation law across a two-dimensional surface embedded in the three-dimensional continuum. Several cohesive models have been proposed for the simulation of crack growth in brittle materials. On the other hand, the application of cohesive models in modelling crack growth in ductile material is still a relatively open field. One idea developed in the literature is to identify the traction separation for ductile material based on the behavior of a continuously-deforming unit cell failing by void growth and coalescence. Following this method, the present study proposed a semi-analytical cohesive model for ductile material based on a micromechanical approach. The strain localization band prior to ductile failure is modelled as a cohesive band, and the Gurson-Tvergaard-Needleman plasticity model (GTN) is used to model the behavior of the cohesive band and derived a corresponding traction separation law. The numerical implementation of the model is realized using the non-smooth contact method (NSCD) where cohesive models are introduced as mixed boundary conditions between each volumetric finite element. The present approach is applied to the simulation of crack growth in nuclear ferritic steel. The model provides an alternative way to simulate crack propagation using the numerical efficiency of cohesive model with a traction separation law directly derived from porous continuous model. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=ductile%20failure" title="ductile failure">ductile failure</a>, <a href="https://publications.waset.org/abstracts/search?q=cohesive%20model" title=" cohesive model"> cohesive model</a>, <a href="https://publications.waset.org/abstracts/search?q=GTN%20model" title=" GTN model"> GTN model</a>, <a href="https://publications.waset.org/abstracts/search?q=numerical%20simulation" title=" numerical simulation"> numerical simulation</a> </p> <a href="https://publications.waset.org/abstracts/102323/micromechanical-modelling-of-ductile-damage-with-a-cohesive-volumetric-approach" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/102323.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">149</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">122</span> Analysis of Cascade Control Structure in Train Dynamic Braking System</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=B.%20Moaveni">B. Moaveni</a>, <a href="https://publications.waset.org/abstracts/search?q=S.%20Morovati"> S. Morovati</a> </p> <p class="card-text"><strong>Abstract:</strong></p> In recent years, increasing the usage of railway transportations especially in developing countries caused more attention to control systems railway vehicles. Consequently, designing and implementing the modern control systems to improve the operating performance of trains and locomotives become one of the main concerns of researches. Dynamic braking systems is an important safety system which controls the amount of braking torque generated by traction motors, to keep the adhesion coefficient between the wheel-sets and rail road in optimum bound. Adhesion force has an important role to control the braking distance and prevent the wheels from slipping during the braking process. Cascade control structure is one of the best control methods for the wide range of industrial plants in the presence of disturbances and errors. This paper presents cascade control structure based on two forward simple controllers with two feedback loops to control the slip ratio and braking torque. In this structure, the inner loop controls the angular velocity and the outer loop control the longitudinal velocity of the locomotive that its dynamic is slower than the dynamic of angular velocity. This control structure by controlling the torque of DC traction motors, tries to track the desired velocity profile to access the predefined braking distance and to control the slip ratio. Simulation results are employed to show the effectiveness of the introduced methodology in dynamic braking system. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=cascade%20control" title="cascade control">cascade control</a>, <a href="https://publications.waset.org/abstracts/search?q=dynamic%20braking%20system" title=" dynamic braking system"> dynamic braking system</a>, <a href="https://publications.waset.org/abstracts/search?q=DC%20traction%20motors" title=" DC traction motors"> DC traction motors</a>, <a href="https://publications.waset.org/abstracts/search?q=slip%20control" title=" slip control"> slip control</a> </p> <a href="https://publications.waset.org/abstracts/45361/analysis-of-cascade-control-structure-in-train-dynamic-braking-system" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/45361.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">365</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">121</span> Optimal Harmonic Filters Design of Taiwan High Speed Rail Traction System</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Ying-Pin%20Chang">Ying-Pin Chang</a> </p> <p class="card-text"><strong>Abstract:</strong></p> This paper presents a method for combining a particle swarm optimization with nonlinear time-varying evolution and orthogonal arrays (PSO-NTVEOA) in the planning of harmonic filters for the high speed railway traction system with specially connected transformers in unbalanced three-phase power systems. The objective is to minimize the cost of the filter, the filters loss, the total harmonic distortion of currents and voltages at each bus simultaneously. An orthogonal array is first conducted to obtain the initial solution set. The set is then treated as the initial training sample. Next, the PSO-NTVEOA method parameters are determined by using matrix experiments with an orthogonal array, in which a minimal number of experiments would have an effect that approximates the full factorial experiments. This PSO-NTVEOA method is then applied to design optimal harmonic filters in Taiwan High Speed Rail (THSR) traction system, where both rectifiers and inverters with IGBT are used. From the results of the illustrative examples, the feasibility of the PSO-NTVEOA to design an optimal passive harmonic filter of THSR system is verified and the design approach can greatly reduce the harmonic distortion. Three design schemes are compared that V-V connection suppressing the 3rd order harmonic, and Scott and Le Blanc connection for the harmonic improvement is better than the V-V connection. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=harmonic%20filters" title="harmonic filters">harmonic filters</a>, <a href="https://publications.waset.org/abstracts/search?q=particle%20swarm%20optimization" title=" particle swarm optimization"> particle swarm optimization</a>, <a href="https://publications.waset.org/abstracts/search?q=nonlinear%20time-varying%20evolution" title=" nonlinear time-varying evolution"> nonlinear time-varying evolution</a>, <a href="https://publications.waset.org/abstracts/search?q=orthogonal%20arrays" title=" orthogonal arrays"> orthogonal arrays</a>, <a href="https://publications.waset.org/abstracts/search?q=specially%20connected%20transformers" title=" specially connected transformers"> specially connected transformers</a> </p> <a href="https://publications.waset.org/abstracts/3435/optimal-harmonic-filters-design-of-taiwan-high-speed-rail-traction-system" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/3435.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">392</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">120</span> Drivetrain Comparison and Selection Approach for Armored Wheeled Hybrid Vehicles</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=%C3%87a%C4%9Fr%C4%B1%20Bekir%20Baysal">Çağrı Bekir Baysal</a>, <a href="https://publications.waset.org/abstracts/search?q=G%C3%B6ktu%C4%9F%20Burak%20%C3%87al%C4%B1k"> Göktuğ Burak Çalık</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Armored vehicles may have different traction layouts as a result of terrain capabilities and mobility needs. Two main categories of layouts can be separated as wheeled and tracked. Tracked vehicles have superior off-road capabilities but what they gain on terrain performance they lose on mobility front. Wheeled vehicles on the other hand do not have as good terrain capabilities as tracked vehicles but they have superior mobility capabilities such as top speed, range and agility with respect to tracked vehicles. Conventional armored vehicles employ a diesel ICE as main power source. In these vehicles ICE is mechanically connected to the powertrain. This determines the ICE rpm as a result of speed and torque requested by the driver. ICE efficiency changes drastically with torque and speed required and conventional vehicles suffer in terms of fuel consumption because of this. Hybrid electric vehicles employ at least one electric motor in order to improve fuel efficiency. There are different types of hybrid vehicles but main types are Series Hybrid, Parallel Hybrid and Series-Parallel Hybrid. These vehicles introduce an electric motor for traction and also can have a generator electric motor for range extending purposes. Having an electric motor as the traction power source brings the flexibility of either using the ICE as an alternative traction source while it is in efficient range or completely separating the ICE from traction and using it solely considering efficiency. Hybrid configurations have additional advantages for armored vehicles in addition to fuel efficiency. Heat signature, silent operation and prolonged stationary missions can be possible with the help of the high-power battery pack that will be present in the vehicle for hybrid drivetrain. Because of the reasons explained, hybrid armored vehicles are becoming a target area for military and also for vehicle suppliers. In order to have a better idea and starting point when starting a hybrid armored vehicle design, hybrid drivetrain configuration has to be selected after performing a trade-off study. This study has to include vehicle mobility simulations, integration level, vehicle level and performance level criteria. In this study different hybrid traction configurations possible for an 8x8 vehicle is compared using above mentioned criteria set. In order to compare hybrid traction configurations ease of application, cost, weight advantage, reliability, maintainability, redundancy and performance criteria have been used. Performance criteria points have been defined with the help of vehicle simulations and tests. Results of these simulations and tests also help determining required tractive power for an armored vehicle including conditions like trench and obstacle crossing, gradient climb. With the method explained in this study, each configuration is assigned a point for each criterion. This way, correct configuration can be selected objectively for every application. Also, key aspects of armored vehicles, mine protection and ballistic protection will be considered for hybrid configurations. Results are expected to vary for different types of vehicles but it is observed that having longitudinal differential locking capability improves mobility and having high motor count increases complexity in general. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=armored%20vehicles" title="armored vehicles">armored vehicles</a>, <a href="https://publications.waset.org/abstracts/search?q=electric%20drivetrain" title=" electric drivetrain"> electric drivetrain</a>, <a href="https://publications.waset.org/abstracts/search?q=electric%20mobility" title=" electric mobility"> electric mobility</a>, <a href="https://publications.waset.org/abstracts/search?q=hybrid%20vehicles" title=" hybrid vehicles"> hybrid vehicles</a> </p> <a href="https://publications.waset.org/abstracts/163826/drivetrain-comparison-and-selection-approach-for-armored-wheeled-hybrid-vehicles" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/163826.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">86</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">119</span> Frictional Effects on the Dynamics of a Truncated Double-Cone Gravitational Motor</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Barenten%20Suciu">Barenten Suciu</a> </p> <p class="card-text"><strong>Abstract:</strong></p> In this work, effects of the friction and truncation on the dynamics of a double-cone gravitational motor, self-propelled on a straight V-shaped horizontal rail, are evaluated. Such mechanism has a variable radius of contact, and, on one hand, it is similar to a pulley mechanism that changes the potential energy into the kinetic energy of rotation, but on the other hand, it is similar to a pendulum mechanism that converts the potential energy of the suspended body into the kinetic energy of translation along a circular path. Movies of the self- propelled double-cones, made of S45C carbon steel and wood, along rails made of aluminum alloy, were shot for various opening angles of the rails. Kinematical features of the double-cones were estimated through the slow-motion processing of the recorded movies. Then, a kinematical model is derived under assumption that the distance traveled by the contact points on the rectilinear rails is identical with the distance traveled by the contact points on the truncated conical surface. Additionally, a dynamic model, for this particular contact problem, was proposed and validated against the experimental results. Based on such model, the traction force and the traction torque acting on the double-cone are identified. One proved that the rolling traction force is always smaller than the sliding friction force; i.e., the double-cone is rolling without slipping. Results obtained in this work can be used to achieve the proper design of such gravitational motor. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=Truncated%20double-cone" title="Truncated double-cone">Truncated double-cone</a>, <a href="https://publications.waset.org/abstracts/search?q=friction" title=" friction"> friction</a>, <a href="https://publications.waset.org/abstracts/search?q=rolling%20and%20sliding" title=" rolling and sliding"> rolling and sliding</a>, <a href="https://publications.waset.org/abstracts/search?q=dynamic%20model" title=" dynamic model"> dynamic model</a>, <a href="https://publications.waset.org/abstracts/search?q=gravitational%20motor" title=" gravitational motor"> gravitational motor</a> </p> <a href="https://publications.waset.org/abstracts/54592/frictional-effects-on-the-dynamics-of-a-truncated-double-cone-gravitational-motor" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/54592.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">274</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">118</span> Material Failure Process Simulation by Improved Finite Elements with Embedded Discontinuities</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Gelacio%20Ju%C3%A1rez-Luna">Gelacio Juárez-Luna</a>, <a href="https://publications.waset.org/abstracts/search?q=Gustavo%20Ayala"> Gustavo Ayala</a>, <a href="https://publications.waset.org/abstracts/search?q=Jaime%20Retama-Velasco"> Jaime Retama-Velasco</a> </p> <p class="card-text"><strong>Abstract:</strong></p> This paper shows the advantages of the material failure process simulation by improve finite elements with embedded discontinuities, using a new definition of traction vector, dependent on the discontinuity length and the angle. Particularly, two families of this kind of elements are compared: kinematically optimal symmetric and statically and kinematically optimal non-symmetric. The constitutive model to describe the behavior of the material in the symmetric formulation is a traction-displacement jump relationship equipped with softening after reaching the failure surface. To show the validity of this symmetric formulation, representative numerical examples illustrating the performance of the proposed formulation are presented. It is shown that the non-symmetric family may over or underestimate the energy required to create a discontinuity, as this effect is related with the total length of the discontinuity, fact that is not noticed when the discontinuity path is a straight line. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=variational%20formulation" title="variational formulation">variational formulation</a>, <a href="https://publications.waset.org/abstracts/search?q=strong%20discontinuity" title=" strong discontinuity"> strong discontinuity</a>, <a href="https://publications.waset.org/abstracts/search?q=embedded%20discontinuities" title=" embedded discontinuities"> embedded discontinuities</a>, <a href="https://publications.waset.org/abstracts/search?q=strain%20localization" title=" strain localization "> strain localization </a> </p> <a href="https://publications.waset.org/abstracts/7919/material-failure-process-simulation-by-improved-finite-elements-with-embedded-discontinuities" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/7919.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">781</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">117</span> Wheeled Robot Stable Braking Process under Asymmetric Traction Coefficients</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Boguslaw%20Schreyer">Boguslaw Schreyer</a> </p> <p class="card-text"><strong>Abstract:</strong></p> During the wheeled robot’s braking process, the extra dynamic vertical forces act on all wheels: left, right, front or rear. Those forces are directed downward on the front wheels while directed upward on the rear wheels. In order to maximize the deceleration, therefore, minimize the braking time and braking distance, we need to calculate a correct torque distribution: the front braking torque should be increased, and rear torque should be decreased. At the same time, we need to provide better transversal stability. In a simple case of all adhesion coefficients being the same under all wheels, the torque distribution may secure the optimal (maximal) control of the robot braking process, securing the minimum braking distance and a minimum braking time. At the same time, the transversal stability is relatively good. At any time, we control the transversal acceleration. In the case of the transversal movement, we stop the braking process and re-apply braking torque after a defined period of time. If we correctly calculate the value of the torques, we may secure the traction coefficient under the front and rear wheels close to its maximum. Also, in order to provide an optimum braking control, we need to calculate the timing of the braking torque application and the timing of its release. The braking torques should be released shortly after the wheels passed a maximum traction coefficient (while a wheels’ slip increases) and applied again after the wheels pass a maximum of traction coefficient (while the slip decreases). The correct braking torque distribution secures the front and rear wheels, passing this maximum at the same time. It guarantees an optimum deceleration control, therefore, minimum braking time. In order to calculate a correct torque distribution, a control unit should receive the input signals of a rear torque value (which changes independently), the robot’s deceleration, and values of the vertical front and rear forces. In order to calculate the timing of torque application and torque release, more signals are needed: speed of the robot: angular speed, and angular deceleration of the wheels. In case of different adhesion coefficients under the left and right wheels, but the same under each pair of wheels- the same under right wheels and the same under left wheels, the Select-Low (SL) and select high (SH) methods are applied. The SL method is suggested if transversal stability is more important than braking efficiency. Often in the case of the robot, more important is braking efficiency; therefore, the SH method is applied with some control of the transversal stability. In the case that all adhesion coefficients are different under all wheels, the front-rear torque distribution is maintained as in all previous cases. However, the timing of the braking torque application and release is controlled by the rear wheels’ lowest adhesion coefficient. The Lagrange equations have been used to describe robot dynamics. Matlab has been used in order to simulate the process of wheeled robot braking, and in conclusion, the braking methods have been selected. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=wheeled%20robots" title="wheeled robots">wheeled robots</a>, <a href="https://publications.waset.org/abstracts/search?q=braking" title=" braking"> braking</a>, <a href="https://publications.waset.org/abstracts/search?q=traction%20coefficient" title=" traction coefficient"> traction coefficient</a>, <a href="https://publications.waset.org/abstracts/search?q=asymmetric" title=" asymmetric"> asymmetric</a> </p> <a href="https://publications.waset.org/abstracts/147985/wheeled-robot-stable-braking-process-under-asymmetric-traction-coefficients" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/147985.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">165</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">116</span> Study of the Potential of Raw Sediments and Sediments Treated with Lime or Cement for Use in a Foundation Layer and the Base Layer of a Roadway </h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Nor-Edine%20Abriak">Nor-Edine Abriak</a>, <a href="https://publications.waset.org/abstracts/search?q=Mahfoud%20Benzerzour"> Mahfoud Benzerzour</a>, <a href="https://publications.waset.org/abstracts/search?q=Mouhamadou%20Amar"> Mouhamadou Amar</a>, <a href="https://publications.waset.org/abstracts/search?q=Abdeljalil%20Zri"> Abdeljalil Zri</a> </p> <p class="card-text"><strong>Abstract:</strong></p> In this work, firstly we have studied the potential of raw sediments and sediments treated with lime or cement for use in a foundation layer and the base layer of a roadway. Secondly, we have examined mineral changes caused by the addition of lime or cement in order to explain the mechanical performance of stabilized sediments. After determining the amount of lime and cement required stabilizing the sediments, the compaction characteristics and Immediate Bearing Capacity (IBI) were studied using the Modified Proctor method. Then, the evolution of the three parameters, which are optimum water content, maximum dry density and IBI, were determined. Mechanical performances can be evaluated through resistance to compression, resistance under traction and the elasticity modulus. The resistances of the formulations treated with ROLAC®645 increase with the amount of ROLAC®645. Traction resistance and the elastic modulus were used to evaluate the potential of the formulations as road construction materials using the classification diagram. The results show that all the other formulations with ROLAC®645 can be used in subgrades and foundation layers for roads. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=sediment" title="sediment">sediment</a>, <a href="https://publications.waset.org/abstracts/search?q=lime" title=" lime"> lime</a>, <a href="https://publications.waset.org/abstracts/search?q=cement" title=" cement"> cement</a>, <a href="https://publications.waset.org/abstracts/search?q=roadway" title=" roadway"> roadway</a> </p> <a href="https://publications.waset.org/abstracts/53905/study-of-the-potential-of-raw-sediments-and-sediments-treated-with-lime-or-cement-for-use-in-a-foundation-layer-and-the-base-layer-of-a-roadway" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/53905.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">267</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">115</span> Recovery of Dredged Sediments With Lime or Cement as Platform Materials for Use in a Roadway</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Abriak%20Yassine">Abriak Yassine</a>, <a href="https://publications.waset.org/abstracts/search?q=Zri%20Abdeljalil"> Zri Abdeljalil</a>, <a href="https://publications.waset.org/abstracts/search?q=Benzerzour%20Mahfoud."> Benzerzour Mahfoud.</a>, <a href="https://publications.waset.org/abstracts/search?q=Hadj%20Sadok%20Rachid"> Hadj Sadok Rachid</a>, <a href="https://publications.waset.org/abstracts/search?q=Abriak%20Nor-Edine"> Abriak Nor-Edine</a> </p> <p class="card-text"><strong>Abstract:</strong></p> In this study, firstly, the study of the capacity reuse of dredged sediments and treated sediments with lime or cement were used in an establishment layer and the base layer of the roadway. Also, the analysis of mineral changes caused by the addition of lime or cement on the way as described in the mechanical results of stabilised sediments. After determining the quantity of lime and cement required to stabilise the sediment, the compaction characteristics were studied using the modified Proctor method. Then the evolution of the three parameters, that is, ideal water content and maximum dry density had been determined. Mechanical exhibitions can be assessed across the resistance to compression, flexibility modulus and the resistance under traction. The resistance of the formulation treated with cement addition (ROLAC®645) increase with the quantity of ROLAC®645. Traction resistances and the elastic modulus were utilized to assess the potential of the formulation as road construction materials utilizing classification diagram. The results show the various formulations with ROLAC® 645may be employed in subgrades and foundation layers for roads. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=cement" title="cement">cement</a>, <a href="https://publications.waset.org/abstracts/search?q=dredged" title=" dredged"> dredged</a>, <a href="https://publications.waset.org/abstracts/search?q=sediment" title=" sediment"> sediment</a>, <a href="https://publications.waset.org/abstracts/search?q=foundation%20layer" title=" foundation layer"> foundation layer</a>, <a href="https://publications.waset.org/abstracts/search?q=resistance" title=" resistance"> resistance</a> </p> <a href="https://publications.waset.org/abstracts/148227/recovery-of-dredged-sediments-with-lime-or-cement-as-platform-materials-for-use-in-a-roadway" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/148227.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">99</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">114</span> Design and Computational Fluid Dynamics Analysis of Aerodynamic Package of a Formula Student Car</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Aniketh%20Ravukutam">Aniketh Ravukutam</a>, <a href="https://publications.waset.org/abstracts/search?q=Rajath%20Rao%20M."> Rajath Rao M.</a>, <a href="https://publications.waset.org/abstracts/search?q=Pradyumna%20S.%20A."> Pradyumna S. A.</a> </p> <p class="card-text"><strong>Abstract:</strong></p> In the past few decades there has been great advancement in use of aerodynamics in cars. Now its use has been evident from commercial cars to race cars for achieving higher speeds, stability and efficiency. This paper focusses on studying the effects of aerodynamics in Formula Student car. These cars weigh around 200kgs with an average speed of 60kmph. With increasing competition every year, developing a competitive car is a herculean task. The race track comprises mostly of tight corners and little or no straights thus testing the car’s cornering capabilities. Higher cornering speeds can be achieved by increasing traction at the tires. Studying the aerodynamics helps in achieving higher traction without much addition in overall weight of car. The main focus is to develop an aerodynamic package involving front wing, under tray and body to obtain an optimum value of down force. The initial process involves the detail study of geometrical constraints mentioned in the rule book and calculating the limiting value of drag as per the engine specifications. The successive steps involve conduction of various iterations in ANSYS for selection of airfoils, deciding the number of elements, designing the nose for low drag, channelizing the flow under the body and obtain an optimum value of down force within the limits defined in the initial process. The final step involves design of model using these results in Virtual environment called OptimumLap® for detailed study of performance with and without the presence of aerodynamics. The CFD analysis results showed an overall down force of 377.44N with a drag of 164.08N. The corresponding parameters of the last model were applied in OptimumLap® and an improvement of 3.5 seconds in lap times was observed. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=aerodynamics" title="aerodynamics">aerodynamics</a>, <a href="https://publications.waset.org/abstracts/search?q=formula%20student" title=" formula student"> formula student</a>, <a href="https://publications.waset.org/abstracts/search?q=traction" title=" traction"> traction</a>, <a href="https://publications.waset.org/abstracts/search?q=front%20wing" title=" front wing"> front wing</a>, <a href="https://publications.waset.org/abstracts/search?q=undertray" title=" undertray"> undertray</a>, <a href="https://publications.waset.org/abstracts/search?q=body" title=" body"> body</a>, <a href="https://publications.waset.org/abstracts/search?q=rule%20book" title=" rule book"> rule book</a>, <a href="https://publications.waset.org/abstracts/search?q=drag" title=" drag"> drag</a>, <a href="https://publications.waset.org/abstracts/search?q=down%20force" title=" down force"> down force</a>, <a href="https://publications.waset.org/abstracts/search?q=virtual%20environment" title=" virtual environment"> virtual environment</a>, <a href="https://publications.waset.org/abstracts/search?q=computational%20fluid%20dynamics%20%28CFD%29" title=" computational fluid dynamics (CFD)"> computational fluid dynamics (CFD)</a> </p> <a href="https://publications.waset.org/abstracts/73434/design-and-computational-fluid-dynamics-analysis-of-aerodynamic-package-of-a-formula-student-car" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/73434.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">241</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">113</span> Electronic Stability Control for a 7 DOF Vehicle Model Using Flex Ray and Neuro Fuzzy Techniques</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Praveen%20Battula">Praveen Battula</a> </p> <p class="card-text"><strong>Abstract:</strong></p> Any high performance car has the tendency to over steer and Understeer under slippery conditions, An Electronic Stability Control System is needed under these conditions to regulate the steering of the car. It uses Anti-Lock Braking System (ABS) and Traction Control and Wheel Speed Sensor, Steering Angle Sensor, Rotational Speed Sensors to correct the problems. The focus of this paper is to improve the driving dynamics and safety by controlling the forces applied on each wheel. ESC Control the Yaw Stability, traction controls the Roll Stability, where actually the vehicle slip rate and lateral acceleration is controlled. ESC uses differential braking on all four brakes independently to control the vehicle’s motion. A mathematical model is developed in Simulink for the FlexRay based Electronic Stability Control. Vehicle steering is developed using Neuro Fuzzy Logic Controller. 7 Degrees of Freedom Vehicle Model is used as a Plant Model using dSpace autobox. The Performance of the system is assessed using two different road Scenarios, Vehicle Control under standard maneuvering conditions. The entire system is set using Dspace Control Desk. Results are provided by comparison of how a Vehicle with and without Electronic Stability Control which shows an improved performance in control. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=ESC" title="ESC">ESC</a>, <a href="https://publications.waset.org/abstracts/search?q=flexray" title=" flexray"> flexray</a>, <a href="https://publications.waset.org/abstracts/search?q=chassis%20control" title=" chassis control"> chassis control</a>, <a href="https://publications.waset.org/abstracts/search?q=steering" title=" steering"> steering</a>, <a href="https://publications.waset.org/abstracts/search?q=neuro%20fuzzy" title=" neuro fuzzy"> neuro fuzzy</a>, <a href="https://publications.waset.org/abstracts/search?q=vehicle%20dynamics" title=" vehicle dynamics"> vehicle dynamics</a> </p> <a href="https://publications.waset.org/abstracts/13781/electronic-stability-control-for-a-7-dof-vehicle-model-using-flex-ray-and-neuro-fuzzy-techniques" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/13781.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">448</span> </span> </div> </div> <div class="card paper-listing mb-3 mt-3"> <h5 class="card-header" style="font-size:.9rem"><span class="badge badge-info">112</span> Analysis of Standard Tramway Surge Protection Methods Based on Real Cases</h5> <div class="card-body"> <p class="card-text"><strong>Authors:</strong> <a href="https://publications.waset.org/abstracts/search?q=Alain%20Rousseau">Alain Rousseau</a>, <a href="https://publications.waset.org/abstracts/search?q=Alfred%20Aragones"> Alfred Aragones</a>, <a href="https://publications.waset.org/abstracts/search?q=Gilles%20Rougier"> Gilles Rougier</a> </p> <p class="card-text"><strong>Abstract:</strong></p> The study is based on lightning and surge standards mainly the EN series 62305 for facility protection, EN series 61643 for Low Voltage Surge Protective Devices, High Voltage surge arrester standard en 60099-4 and the traction arrester standards namely EN 50526-1 and 50526-1 dealing respectively with railway applications fixed installations D.C. surge arresters and voltage limiting devices. The more severe stress for tramways installations is caused by direct lightning on the catenary line. In such case, the surge current propagates towards the various poles and sparkover the insulators leading to a lower stress. If the impact point is near enough, a significant surge current will flow towards the traction surge arrester that is installed on the catenary at the location the substation is connected. Another surge arrester can be installed at the entrance of the substation or even inside the rectifier to avoid insulation damages. In addition, surge arresters can be installed between + and – to avoid damaging sensitive circuits. Based on disturbances encountered in a substation following a lighting event, the engineering department of RATP has decided to investigate the cause of such damage and more generally to question the efficiency of the various possible protection means. Based on the example of a recent tramway line the paper present the result of a lightning study based on direct lightning strikes. As a matter of fact, the induced surges on the catenary are much more frequent but much less damaging. First, a lightning risk assessment is performed for the substations that takes into account direct lightning and induced lightning both on the substation and its connected lines such as the catenary. Then the paper deals with efficiency of the various surge arresters is discussed based on field experience and calculations. The efficiency of the earthing system used at the bottom of the pole is also addressed based on high frequency earthing measurement. As a conclusion, the paper is making recommendations for an enhanced efficiency of existing protection means. <p class="card-text"><strong>Keywords:</strong> <a href="https://publications.waset.org/abstracts/search?q=surge%20arrester" title="surge arrester">surge arrester</a>, <a href="https://publications.waset.org/abstracts/search?q=traction" title=" traction"> traction</a>, <a href="https://publications.waset.org/abstracts/search?q=lightning" title=" lightning"> lightning</a>, <a href="https://publications.waset.org/abstracts/search?q=risk" title=" risk"> risk</a>, <a href="https://publications.waset.org/abstracts/search?q=surge%20protective%20device" title=" surge protective device"> surge protective device</a> </p> <a href="https://publications.waset.org/abstracts/75875/analysis-of-standard-tramway-surge-protection-methods-based-on-real-cases" class="btn btn-primary btn-sm">Procedia</a> <a href="https://publications.waset.org/abstracts/75875.pdf" target="_blank" class="btn btn-primary btn-sm">PDF</a> <span class="bg-info text-light px-1 py-1 float-right rounded"> Downloads <span class="badge badge-light">259</span> </span> </div> </div> <ul class="pagination"> <li class="page-item disabled"><span class="page-link">&lsaquo;</span></li> <li class="page-item active"><span class="page-link">1</span></li> <li class="page-item"><a class="page-link" href="https://publications.waset.org/abstracts/search?q=DC%20traction&page=2">2</a></li> <li class="page-item"><a class="page-link" href="https://publications.waset.org/abstracts/search?q=DC%20traction&page=3">3</a></li> <li class="page-item"><a class="page-link" href="https://publications.waset.org/abstracts/search?q=DC%20traction&page=4">4</a></li> <li class="page-item"><a class="page-link" href="https://publications.waset.org/abstracts/search?q=DC%20traction&page=5">5</a></li> <li class="page-item"><a class="page-link" href="https://publications.waset.org/abstracts/search?q=DC%20traction&page=2" 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