Recycling and sustainability constitute a major challenge to preserve human life quality and ensure a good standard of living for future generations. Like other recyclable waste products, glass waste can be a major problem if it is not recycled. When glass waste is turned into powder, environmental impacts are minimized by reducing or eliminating the dependency on landfills. Within this context, the objective of this work is to design a low-cost glass crusher machine that can be acquired by individuals. For this purpose, a glass crusher machine based on the ball mill concept is designed to transform glass waste into powder of 2 mm particle size. The main enhanced features of this machine with respect to state-of-the-art designs are the continuous feed aspect and the powder discharge technique. The design methodology consisted of mathematical modeling coupled with numerical simulations to ensure a safe and functioning design. This was achieved via different types of simulations using SolidWorks: static stress analysis, free vibration analysis, and motion study. Finally, a market study shows that a breakeven period is reached after a period of 5 months.
{"title":"Finite Element and Multibody Dynamics Analysis of a Ball Mill Glass Crusher","authors":"J. Rishmany, Rodrigue Imad","doi":"10.1155/2023/1905702","DOIUrl":"https://doi.org/10.1155/2023/1905702","url":null,"abstract":"Recycling and sustainability constitute a major challenge to preserve human life quality and ensure a good standard of living for future generations. Like other recyclable waste products, glass waste can be a major problem if it is not recycled. When glass waste is turned into powder, environmental impacts are minimized by reducing or eliminating the dependency on landfills. Within this context, the objective of this work is to design a low-cost glass crusher machine that can be acquired by individuals. For this purpose, a glass crusher machine based on the ball mill concept is designed to transform glass waste into powder of 2 mm particle size. The main enhanced features of this machine with respect to state-of-the-art designs are the continuous feed aspect and the powder discharge technique. The design methodology consisted of mathematical modeling coupled with numerical simulations to ensure a safe and functioning design. This was achieved via different types of simulations using SolidWorks: static stress analysis, free vibration analysis, and motion study. Finally, a market study shows that a breakeven period is reached after a period of 5 months.","PeriodicalId":45541,"journal":{"name":"Modelling and Simulation in Engineering","volume":"1 1","pages":""},"PeriodicalIF":3.2,"publicationDate":"2023-03-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"83289241","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In this paper, a saltwater intrusion model, in view to study the dynamics of the interface between the saltwater and the freshwater in a coastal aquifer, is established. This dynamic is caused by an injection of saltwater and a freshwater pumping through a well located in a given position. From the flow model in each phase, we defined an appropriate hypothesis to obtain our global model based only on the height of the interface. The numerical simulation of our model led us to study the effect of the parameters and obtain some empirical laws of the pollution time versus the distance well-injection area and pollution time versus the pumping flow.
{"title":"Parametrical Study of Freshwater–Saltwater Interface Dynamic","authors":"Mody Lo, D. Sangare","doi":"10.1155/2023/2715152","DOIUrl":"https://doi.org/10.1155/2023/2715152","url":null,"abstract":"In this paper, a saltwater intrusion model, in view to study the dynamics of the interface between the saltwater and the freshwater in a coastal aquifer, is established. This dynamic is caused by an injection of saltwater and a freshwater pumping through a well located in a given position. From the flow model in each phase, we defined an appropriate hypothesis to obtain our global model based only on the height of the interface. The numerical simulation of our model led us to study the effect of the parameters and obtain some empirical laws of the pollution time versus the distance well-injection area and pollution time versus the pumping flow.","PeriodicalId":45541,"journal":{"name":"Modelling and Simulation in Engineering","volume":"20 1","pages":""},"PeriodicalIF":3.2,"publicationDate":"2023-03-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"74613408","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
S. Lezhnev, A. Naizabekov, E. Panin, A. Tolkushkin, D. Kuis, Andrey V. Kasperovich, R. Yordanova
The study presents results of computer simulation by finite elements method of a new metal forming process combining the deformation of a billet with round cross-section on a radial-shear rolling mill and subsequent billet twisting in a forming die with a specific design. To analyze the efficiency of metal processing, the main parameters of the stress–strain state are considered: effective strain, effective stress, average hydrostatic pressure, and Lode–Nadai coefficient. The maximum value of effective strain up to 13.5 is achieved when a screw profile on the billet in the die is forming, which indicates an intensive refinement of the initial structure of the billet. During combined process, the nature of the deformation changes in the transverse direction from the axis of rotation to the surface. The central area of the billet is under the action of tensile stresses. In the peripheral part, compressive stresses grow. In the surface area, Lode–Nadai coefficient is 0.1 approximately, which indicates the high level of shear strain.
{"title":"Development and Computer Simulation of the New Combined Process for Producing a Rebar Profile","authors":"S. Lezhnev, A. Naizabekov, E. Panin, A. Tolkushkin, D. Kuis, Andrey V. Kasperovich, R. Yordanova","doi":"10.1155/2023/7348592","DOIUrl":"https://doi.org/10.1155/2023/7348592","url":null,"abstract":"The study presents results of computer simulation by finite elements method of a new metal forming process combining the deformation of a billet with round cross-section on a radial-shear rolling mill and subsequent billet twisting in a forming die with a specific design. To analyze the efficiency of metal processing, the main parameters of the stress–strain state are considered: effective strain, effective stress, average hydrostatic pressure, and Lode–Nadai coefficient. The maximum value of effective strain up to 13.5 is achieved when a screw profile on the billet in the die is forming, which indicates an intensive refinement of the initial structure of the billet. During combined process, the nature of the deformation changes in the transverse direction from the axis of rotation to the surface. The central area of the billet is under the action of tensile stresses. In the peripheral part, compressive stresses grow. In the surface area, Lode–Nadai coefficient is 0.1 approximately, which indicates the high level of shear strain.","PeriodicalId":45541,"journal":{"name":"Modelling and Simulation in Engineering","volume":"12 1","pages":""},"PeriodicalIF":3.2,"publicationDate":"2023-03-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"89285697","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
E. Panin, I. Volokitina, A. Volokitin, A. Naizabekov, Gulzhainat Akhmetova, S. Lezhnev, A. Tolkushkin, A. Esbolat, R. Yordanova
The paper presents theoretical studies of a new deformation process combining the stages of equal-channel angular pressing (ECAP) and the “Linex” scheme. For correct finite element modeling of the process, a technique with sequential input for the calculation of conveyor links is presented. To analyze the efficiency of metal processing, the main parameters of the stress–strain state are considered: equivalent strain, equivalent stress, and average hydrostatic pressure, as well as the deformation force on the main elements of the combined process: pulley, matrix, and conveyor link. To analyze the resulting deformation forces, the stages of pressing in a matrix and compression by a chain conveyor were separately considered. Equations for determining the forces acting on the drive pulley, ECA matrix, and the chain element link were obtained. Comparison of values showed that the force values in the calculation and simulation have a high level of convergence. In all three considered details, the difference value did not exceed 10%. The variational modeling allowed to determine the optimal values of the main technological and geometric parameters of the process.
{"title":"Finite Element Modeling of ECAP-Linex Combined Process of Severe Plastic Deformation","authors":"E. Panin, I. Volokitina, A. Volokitin, A. Naizabekov, Gulzhainat Akhmetova, S. Lezhnev, A. Tolkushkin, A. Esbolat, R. Yordanova","doi":"10.1155/2023/1573884","DOIUrl":"https://doi.org/10.1155/2023/1573884","url":null,"abstract":"The paper presents theoretical studies of a new deformation process combining the stages of equal-channel angular pressing (ECAP) and the “Linex” scheme. For correct finite element modeling of the process, a technique with sequential input for the calculation of conveyor links is presented. To analyze the efficiency of metal processing, the main parameters of the stress–strain state are considered: equivalent strain, equivalent stress, and average hydrostatic pressure, as well as the deformation force on the main elements of the combined process: pulley, matrix, and conveyor link. To analyze the resulting deformation forces, the stages of pressing in a matrix and compression by a chain conveyor were separately considered. Equations for determining the forces acting on the drive pulley, ECA matrix, and the chain element link were obtained. Comparison of values showed that the force values in the calculation and simulation have a high level of convergence. In all three considered details, the difference value did not exceed 10%. The variational modeling allowed to determine the optimal values of the main technological and geometric parameters of the process.","PeriodicalId":45541,"journal":{"name":"Modelling and Simulation in Engineering","volume":"8 1","pages":""},"PeriodicalIF":3.2,"publicationDate":"2023-03-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"89644000","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This work presents two versions of landing gear drives numerically simulated. We follow to obtain the right driving sequence of the legs and doors and the estimation of the landing gear deploy and retract time. Although the studies in this paper do not exhaust all the aspects concerning landing gear hydraulic system functioning, these are useful in the design phase of the aircraft hydraulic systems. Regarding the landing gear hydraulic system, we highlight one version of the drive stall phenomenon. When the hydraulic feeding pressure decreases, it is possible that the forces developed by the hydraulic cylinders are enough to retract completely the legs. The landing gear remains in an intermediate position, and the aircraft cannot accomplish its mission safely. For a second version, logic command functions are synthesized using Karnaugh diagrams, and after that, the numerical simulation is accomplished to validate the solution. We used the AMESim software to perform numerical simulations.
{"title":"Drive Systems for Landing Gears Numerically Simulated in AMESim Software","authors":"L. Dinca, J. Corcau, C. Vaden","doi":"10.1155/2023/9922827","DOIUrl":"https://doi.org/10.1155/2023/9922827","url":null,"abstract":"This work presents two versions of landing gear drives numerically simulated. We follow to obtain the right driving sequence of the legs and doors and the estimation of the landing gear deploy and retract time. Although the studies in this paper do not exhaust all the aspects concerning landing gear hydraulic system functioning, these are useful in the design phase of the aircraft hydraulic systems. Regarding the landing gear hydraulic system, we highlight one version of the drive stall phenomenon. When the hydraulic feeding pressure decreases, it is possible that the forces developed by the hydraulic cylinders are enough to retract completely the legs. The landing gear remains in an intermediate position, and the aircraft cannot accomplish its mission safely. For a second version, logic command functions are synthesized using Karnaugh diagrams, and after that, the numerical simulation is accomplished to validate the solution. We used the AMESim software to perform numerical simulations.","PeriodicalId":45541,"journal":{"name":"Modelling and Simulation in Engineering","volume":"1 1","pages":""},"PeriodicalIF":3.2,"publicationDate":"2023-02-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"80746837","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Israel E. Herrera, Franklin M. Torres, Jatziri Y. Moreno, J. M. Gutierrez, Noé Saldaña
The development and construction of highway infrastructure are essential in developing countries, whereas its layout and construction sometimes interact with the coastal environment. One problem to attend to is that the outline and geometry designs impact as little as possible on the hydrodynamic circulation of coastal bodies in order to alter the associated ecosystem as little as possible. The study area is located in the north of Colombia, and is made up of a continental coastal zone (Mallorquín Lagoon) and a marine zone (Caribbean Sea), in which a highway is projected that provides communication between two locations. This study presents the application of a numerical model previously developed and modified by the Berkhoff equation, which is developed in a finite difference scheme and has been validated and applied in different works in coastal and fluvial shallow water areas. The application of the model was carried out in a hydrodynamic circulation research project for a one-way highway through a coastal lagoon, where the knowledge of the magnitude of the incident wave height in the structure of the road body is necessary for the design, protection elements, and road geometry. Two numerical simulation scenarios were carried out, specifying normal conditions and extraordinary wave conditions in the month of November with a simulation time of 15 days, obtaining the velocity field associated with coastal currents, waves, and wave modification phenomena, such as refraction, diffraction, and reflection, which provide the height of the incident wave on the highway and the recirculation patterns in the coastal lagoon to identify alterations in the ecosystem. The results of the wave height in each scenario and the velocity field provide values to be used in the design, type of armor, and dimensions of the protection works required for the proper functioning of the road structure.
{"title":"Numerical Modelling of Free Surface Agitation in a Coastal Lagoon by Roadway Path Influence","authors":"Israel E. Herrera, Franklin M. Torres, Jatziri Y. Moreno, J. M. Gutierrez, Noé Saldaña","doi":"10.1155/2023/9580327","DOIUrl":"https://doi.org/10.1155/2023/9580327","url":null,"abstract":"The development and construction of highway infrastructure are essential in developing countries, whereas its layout and construction sometimes interact with the coastal environment. One problem to attend to is that the outline and geometry designs impact as little as possible on the hydrodynamic circulation of coastal bodies in order to alter the associated ecosystem as little as possible. The study area is located in the north of Colombia, and is made up of a continental coastal zone (Mallorquín Lagoon) and a marine zone (Caribbean Sea), in which a highway is projected that provides communication between two locations. This study presents the application of a numerical model previously developed and modified by the Berkhoff equation, which is developed in a finite difference scheme and has been validated and applied in different works in coastal and fluvial shallow water areas. The application of the model was carried out in a hydrodynamic circulation research project for a one-way highway through a coastal lagoon, where the knowledge of the magnitude of the incident wave height in the structure of the road body is necessary for the design, protection elements, and road geometry. Two numerical simulation scenarios were carried out, specifying normal conditions and extraordinary wave conditions in the month of November with a simulation time of 15 days, obtaining the velocity field associated with coastal currents, waves, and wave modification phenomena, such as refraction, diffraction, and reflection, which provide the height of the incident wave on the highway and the recirculation patterns in the coastal lagoon to identify alterations in the ecosystem. The results of the wave height in each scenario and the velocity field provide values to be used in the design, type of armor, and dimensions of the protection works required for the proper functioning of the road structure.","PeriodicalId":45541,"journal":{"name":"Modelling and Simulation in Engineering","volume":"39 1","pages":""},"PeriodicalIF":3.2,"publicationDate":"2023-02-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"89141838","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Hewan Getachew Yenealem, D. T. Redda, Awel Mohammedseid
This study investigated the influence of axle load on the wear rate of railway wheel material. Excessive wear of wheel/rail materials and reduced service life of the wheel/rail system might be caused by the increase in axle load and traffic volume. Two kinds of rail and wheel steels have been studied against different axle load steps, simulating them for wear performance analysis using multibody simulation software (SIMPACK) and MATLAB programming. The simulation model results are validated against the vehicle’s specifications and wear depth measured on Ethiopia—Addis Ababa Light Rail Transit (LRT), and experimental results from the literature. The result shows that the wear rate increases proportionally with the increasing of applied load and that the proportionality coefficient is 0.1393, which has a very good agreement with the experimental results from the works of literature. Likewise, the estimated total tread wear amount after a mileage of 52,000 km is 2% larger than the measured one in LRT, which is indeed an excellent result taking into account the inaccuracy of the wheel diameter gauge used to measure the wheel transversal profile. In normalized UIC 50 kg/m rail and S1002 wheel profile, the wear rate increases linearly from 5110.02, 9997.87, and 18990.17 mm3/km on 11, 21, and 30 tones applied load, respectively. Apparently, on the hardened UIC 60 kg/m and S1002 wheel profiles, the wear rate has been improved by 14.5%, 10.8%, and 7.5% on 11, 21, and 30 tones applied load, respectively, in comparison to normalized rail/wheel match. Briefly, the wheel wear rate is highly influenced by the increasing applied load, referring proportionality coefficient of 0.1393.
{"title":"Influence of Axle Load on the Wear of Railway Wheel Material","authors":"Hewan Getachew Yenealem, D. T. Redda, Awel Mohammedseid","doi":"10.1155/2023/6730640","DOIUrl":"https://doi.org/10.1155/2023/6730640","url":null,"abstract":"This study investigated the influence of axle load on the wear rate of railway wheel material. Excessive wear of wheel/rail materials and reduced service life of the wheel/rail system might be caused by the increase in axle load and traffic volume. Two kinds of rail and wheel steels have been studied against different axle load steps, simulating them for wear performance analysis using multibody simulation software (SIMPACK) and MATLAB programming. The simulation model results are validated against the vehicle’s specifications and wear depth measured on Ethiopia—Addis Ababa Light Rail Transit (LRT), and experimental results from the literature. The result shows that the wear rate increases proportionally with the increasing of applied load and that the proportionality coefficient is 0.1393, which has a very good agreement with the experimental results from the works of literature. Likewise, the estimated total tread wear amount after a mileage of 52,000 km is 2% larger than the measured one in LRT, which is indeed an excellent result taking into account the inaccuracy of the wheel diameter gauge used to measure the wheel transversal profile. In normalized UIC 50 kg/m rail and S1002 wheel profile, the wear rate increases linearly from 5110.02, 9997.87, and 18990.17 mm3/km on 11, 21, and 30 tones applied load, respectively. Apparently, on the hardened UIC 60 kg/m and S1002 wheel profiles, the wear rate has been improved by 14.5%, 10.8%, and 7.5% on 11, 21, and 30 tones applied load, respectively, in comparison to normalized rail/wheel match. Briefly, the wheel wear rate is highly influenced by the increasing applied load, referring proportionality coefficient of 0.1393.","PeriodicalId":45541,"journal":{"name":"Modelling and Simulation in Engineering","volume":"24 1","pages":""},"PeriodicalIF":3.2,"publicationDate":"2023-02-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87519368","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In the teaching of plastic mechanics and applications of slip-line theory using conventional methods, multivalued results are usually caused by the uncertain direction of the slip line and dip angles. Determination rules for the α and β directions and φ values are proposed to improve slip-line theory according to the particle flow law under the effect of principal stress, and slip lines and dip angles suitable for a typical stress boundary problem are described. The α and β slip lines should simultaneously point to or away from the intersection, and the synthetic direction of the slip lines should point to the first principal stress σ1 or away from the direction of the third principal stress σ3. When the Hencky stress equation of the α line is applied, two points on the α line should maintain the same direction, and the absolute value of the φ difference should be less than or equal to π. Moreover, the α line of two points should simultaneously point to the inner and outer normal direction of the β line when the Hencky stress equation of the β line is used. The average stress and critical load of plastic deformation in the plane lath V-notch tension are solved using slip-line theory. Both the calculated critical stress and the load maintain uniformity using different slip lines and dip angles, and the proposed determination rule reliably avoids multivalued solutions. This is important for students and researchers in correctly understanding and applying slip-line theory.
{"title":"Determination Rule for α, β Directions and φ in Teaching of Slip-Line Theory","authors":"R. Mei, L. Bao, Han Gao, Xin Zhang","doi":"10.1155/2023/8863386","DOIUrl":"https://doi.org/10.1155/2023/8863386","url":null,"abstract":"In the teaching of plastic mechanics and applications of slip-line theory using conventional methods, multivalued results are usually caused by the uncertain direction of the slip line and dip angles. Determination rules for the α and β directions and φ values are proposed to improve slip-line theory according to the particle flow law under the effect of principal stress, and slip lines and dip angles suitable for a typical stress boundary problem are described. The α and β slip lines should simultaneously point to or away from the intersection, and the synthetic direction of the slip lines should point to the first principal stress σ1 or away from the direction of the third principal stress σ3. When the Hencky stress equation of the α line is applied, two points on the α line should maintain the same direction, and the absolute value of the φ difference should be less than or equal to π. Moreover, the α line of two points should simultaneously point to the inner and outer normal direction of the β line when the Hencky stress equation of the β line is used. The average stress and critical load of plastic deformation in the plane lath V-notch tension are solved using slip-line theory. Both the calculated critical stress and the load maintain uniformity using different slip lines and dip angles, and the proposed determination rule reliably avoids multivalued solutions. This is important for students and researchers in correctly understanding and applying slip-line theory.","PeriodicalId":45541,"journal":{"name":"Modelling and Simulation in Engineering","volume":"6 1","pages":""},"PeriodicalIF":3.2,"publicationDate":"2023-02-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"79129991","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Rollover is a dangerous phenomenon. It is closely related to the vehicle roll angle. The greater the roll angle, the greater the risk of rollover. The vehicle roll angle when steering depends on many factors, such as the size of the vehicle, speed of movement, steering angle, etc. In this paper, the author has simulated the oscillation of a car when steering using MATLAB® software with three specific cases. The purpose of the study is to evaluate the dependence of the roll angle on other factors. Each case handles two scenarios: vehicle speed change (fixed height) and vehicle height change (fixed speed). The model of a complex dynamic, a combination of many nonlinear components, is used to simulate vehicle oscillations. According to the study’s results, the roll angle will increase if the speed or the distance from the center of gravity (CG) to roll axis (RA) increases, respectively. Once the roll angle’s value rises, the roll index also increases, which causes the dynamic force at the wheel to decrease. If the vertical force at the wheel approaches zero, a rollover may occur. The rollover phenomenon occurred in the second case, corresponding to speeds v = 80 (km/h) and v = 85 (km/h). The peak values of the roll angle are 7.77° and 7.63°, respectively. This result helps to identify the factors affecting the rollover phenomenon more clearly.
{"title":"Investigate the Relationship between the Vehicle Roll Angle and Other Factors When Steering","authors":"Duc Ngoc Nguyen, T. Nguyen","doi":"10.1155/2023/6069078","DOIUrl":"https://doi.org/10.1155/2023/6069078","url":null,"abstract":"Rollover is a dangerous phenomenon. It is closely related to the vehicle roll angle. The greater the roll angle, the greater the risk of rollover. The vehicle roll angle when steering depends on many factors, such as the size of the vehicle, speed of movement, steering angle, etc. In this paper, the author has simulated the oscillation of a car when steering using MATLAB® software with three specific cases. The purpose of the study is to evaluate the dependence of the roll angle on other factors. Each case handles two scenarios: vehicle speed change (fixed height) and vehicle height change (fixed speed). The model of a complex dynamic, a combination of many nonlinear components, is used to simulate vehicle oscillations. According to the study’s results, the roll angle will increase if the speed or the distance from the center of gravity (CG) to roll axis (RA) increases, respectively. Once the roll angle’s value rises, the roll index also increases, which causes the dynamic force at the wheel to decrease. If the vertical force at the wheel approaches zero, a rollover may occur. The rollover phenomenon occurred in the second case, corresponding to speeds \u0000 \u0000 v\u0000 =\u0000 80\u0000 \u0000 (km/h) and \u0000 \u0000 v\u0000 =\u0000 85\u0000 \u0000 (km/h). The peak values of the roll angle are 7.77° and 7.63°, respectively. This result helps to identify the factors affecting the rollover phenomenon more clearly.","PeriodicalId":45541,"journal":{"name":"Modelling and Simulation in Engineering","volume":"7 1","pages":""},"PeriodicalIF":3.2,"publicationDate":"2023-01-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"82365261","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Ayush Narang, Siddhartha Roy, Tarun Kataray, Vishal Bonde, S. Rajesh, C. Chiranjeevi, Utkarsh Chadha, Bulcha Bekele Hirpha
Freshwater scarcity is increasing across many parts of the globe; to meet this demand, seawater desalination is the best choice, and the electrical energy consumption is escalating due to urbanization and industrialization. Sustainable production of electricity and freshwater can be met by an integrating photovoltaic-thermal (PVT) module with stepped solar still (SSS). The present study focuses on the theoretical modeling of the PVT-SSS desalination system for evaluating thermal efficiency, energy efficiency, freshwater productivity, and electrical power generation. The solar still productivity will be influenced by the depth of water, insulation thickness, glass cover material, thickness and inclination, and operational factors like preheating the input water supply and water salinity. A comparative analysis has been made of summer, winter, and rainy climatic conditions of Vellore town (12.9165° N, 79.1325° E), Tamil Nadu. In the present work, a thermodynamic model based on mass and energy balance is developed for the PVT-SSS system, and it is solved by a numerical method. A Runge-Kutta technique of 4th order is employed using a Python program for solving the thermodynamic simulation model. The results from the model depict that for summer, winter, and rainy climatic seasons, the freshwater productivity of PV/T-SSS was determined to be 12.18 kg/m2day, 6.67 kg/m2day, and 2.77 kg/m2day. Also, it is found that electrical efficiency for summer, winter, and rainy seasons is 8.91%, 9.135%, and 9.53%, respectively. A maximum and minimum freshwater production of 1668 kg/m2 and 1218 kg/m2 are observed for a depth of 2 cm and 5 cm, respectively.
{"title":"Performance Evaluation of a Photovoltaic-Thermal Collector Coupled Stepped Solar Still for Indian Climatic Conditions","authors":"Ayush Narang, Siddhartha Roy, Tarun Kataray, Vishal Bonde, S. Rajesh, C. Chiranjeevi, Utkarsh Chadha, Bulcha Bekele Hirpha","doi":"10.1155/2022/4179612","DOIUrl":"https://doi.org/10.1155/2022/4179612","url":null,"abstract":"Freshwater scarcity is increasing across many parts of the globe; to meet this demand, seawater desalination is the best choice, and the electrical energy consumption is escalating due to urbanization and industrialization. Sustainable production of electricity and freshwater can be met by an integrating photovoltaic-thermal (PVT) module with stepped solar still (SSS). The present study focuses on the theoretical modeling of the PVT-SSS desalination system for evaluating thermal efficiency, energy efficiency, freshwater productivity, and electrical power generation. The solar still productivity will be influenced by the depth of water, insulation thickness, glass cover material, thickness and inclination, and operational factors like preheating the input water supply and water salinity. A comparative analysis has been made of summer, winter, and rainy climatic conditions of Vellore town (12.9165° N, 79.1325° E), Tamil Nadu. In the present work, a thermodynamic model based on mass and energy balance is developed for the PVT-SSS system, and it is solved by a numerical method. A Runge-Kutta technique of 4th order is employed using a Python program for solving the thermodynamic simulation model. The results from the model depict that for summer, winter, and rainy climatic seasons, the freshwater productivity of PV/T-SSS was determined to be 12.18 kg/m2day, 6.67 kg/m2day, and 2.77 kg/m2day. Also, it is found that electrical efficiency for summer, winter, and rainy seasons is 8.91%, 9.135%, and 9.53%, respectively. A maximum and minimum freshwater production of 1668 kg/m2 and 1218 kg/m2 are observed for a depth of 2 cm and 5 cm, respectively.","PeriodicalId":45541,"journal":{"name":"Modelling and Simulation in Engineering","volume":"260 1","pages":""},"PeriodicalIF":3.2,"publicationDate":"2022-11-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"76390947","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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