Fraunhofer Chalmers Research Centre for Industrial Mathematics
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SENSING WATER HOW WATER CAN INCREASE THE USE OF OUR SENSES WHEN EXPERIENCING ARCHITECTURE
No full textInland Waterway Transportation in Northern Europe What Sweden could Learn from a Modal Shift Process in the Netherlands
No full textFreight transportation is a requirement for a competitive society. Following for example
globalisation, the demand for transportation has increased. Unfortunately, the environment is
negatively impacted by the emissions and congestion caused particularly by road transports
using fossil fuels. The European Commission therefore aims to shift from road transport to
environmentally less damaging alternatives. It is challenging since 96% of all transports are
oil dependent, which is why improving the efficiency of the transport sector is urgent. Inland
waterway transportation is an option for replacing road transports with the prospects of
improving the environmental performance. Sweden currently has no systematic strategies or
policies for transports on inland waterways, and despite available capacity the waterways are
barely utilised. In northern Europe, however, the waterway capacity is embedded in the
transport system and utilised to a larger extent. The thesis qualitatively examines
characteristics of inland waterway transportation in the Netherlands and Belgium in order to
identify key learnings for Swedish transport systems.
The empirical study consists of interviews with companies located in the Netherlands and
Belgium and the resulting data is contrasted with theoretical findings on the subject of inland
waterway transportation. The findings include drivers, barriers and factors considered
important when preparing for a modal shift from road transportation to inland waterway
transportation. The main identified drivers are the less damaging environmental performance,
reduced transport costs per tonne-kilometre and low level of congestion on waterways. The
main identified barriers are slow pace of development of the maritime sector, high investment
costs for equipment and infrastructure and poor hinterland connectivity. A modal shift process
is proposed, where the most important factors are identified. The mental shift of stakeholders
is crucial, which means acquiring a proactive mindset of sustainable transport solutions and
the willingness to change current solutions. The mental shift is present in all steps of the
modal shift process. Stakeholder motivation and the amount of effort that comes with it are
significant in order to realise all potential benefits of inland waterway transportation. As a
means to aid companies with the adoption and implementation of inland waterway
transportation, a promotion agency could provide knowledge and guidance during the
process. To further facilitate the adoption of inland waterway transportation, a joint
administration system between the companies in the transport chain could simplify the
complex process of intermodal administration
Extruded Vegetable Proteins
No full textThe demand for vegetable protein sources as substitutes for animal protein is increasing in the world due to the significant contribution to climate change from livestock. One alternative is to produce textured vegetable protein products with extrusion, which is a high-productivity process used in food industry to manufacture products with specific texture and structure. Pea protein has shown possibility to form textured protein structures like those in meat-substitutes when processed using high moisture food extrusion.
In this project, formulations containing pea protein isolate together with four selected additives were processed with high moisture extrusion cooking. Additives investigated were potato fibre, wheat bran fibre, β-glucan fibre and rapeseed oil, in order to evaluate the influence of the additives upon the texturization process of pea protein during extrusion. The samples structure and texture was analyzed with light microscopy and texture analyzing tests together with information about the oil- and water holding capacities for the fibres and the pea protein isolate.
The analysis of all extruded formulations indicated on a reduced ability for the protein phase to form a textured structure upon addition of the investigated additives. Fibres functioned as a filler phase that interrupted the protein network, where smaller fibres interrupted the protein network to a larger extent. Potato fibre and β-glucan fibre tended to add soluble starch and β-glucan to the protein network, leading to further decreased texturization and decreased layering, while wheat bran fibre was more rigid and increased the layered structure. Rapeseed oil functioned as a lubricant that reduced the directionality of the protein network and addition of rapeseed oil together with small potato fibre or β-glucan fibre resulted in surface changes
Dynamic Temperature Model of an Automatic Transmission
No full textThis report presents the development of a dynamic temperature model for an automatic
transmission in a Volvo Cars passenger vehicle. The model should simulate the oil to
cooler temperature and flow from the transmission. A mathematical approach to use
lumped masses for different parts of the transmission was used. These lumped masses
were the oil, moving parts and house. To tune the response of the lumped masses and
heat transfer coefficients, temperature measurements were used. Some existing measurements
at Volvo Cars were tested, but these measurements were not accurate enough. New
improved measurements on a vehicle in a chassis dyno were then performed. A decision
to do measurements on all eight gears were made since the power losses were different
on every gear. However the torque converter was open on the first gear, and could not be
closed, which led to the decision to only test the remaining gears since the first gear will
only be used during short times during most driving scenarios.
To verify the model, simple drive cycles were performed with temperature measurement
in the same chassis dyno and on the same vehicle.
The verification on the model shows that the model can simulate the behaviour of a transmission
with an error of 2.5 °C during normal behaviour and 6.5 °C for a few minutes,
when a sudden change in the temperature from the cooler have a large transient increase.
Because of this, the model is considered to be fairly accurate. However, in order to
make the model compatible with Volvo Cars existing simulation software, Vsim, a "cooler
model" has to be created
