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High-speed trains are very sensitive due to their very high speed of movement, so the slightest defect or fault is not acceptable. This sensitivity necessitates the development of advanced and robust control strategies capable of handling dynamic uncertainties, nonlinearities, and external disturbances commonly present in high-speed rail systems. To achieve this, the control system must be very precise and eliminate the smallest errors. In this paper, a very precise nonlinear controller is designed by combining the TSK type-2 fuzzy system with the sliding mode control (SMC) method. The integration leverages the robustness of sliding mode control and the superior uncertainty modeling capability of TSK Type-2 fuzzy logic, aiming to overcome the limitations of conventional SMC and Type-1 fuzzy approaches. The TSK Type-2 fuzzy system can estimate sliding surfaces well and the control system will be very fast and accurate. In the simulation section, an attempt has been made to apply the parameters of a real train in order to evaluate it more accurately with the proposed control system. The results show the high efficiency of the proposed control system so that the RMSE of the control system reaches less than 1%. Compared to other existing control methods, the proposed controller demonstrates significant improvements in tracking accuracy, vibration reduction, and control effort minimization. Theoretical analysis based on Lyapunov stability further confirms the stability and reliability of the closed-loop system.

Quantitative and qualitative analyses of chemical species out of CI engine tailpipe emissions fueled with pure diesel and diesel methanol blends, trapped in dinitro phenylhydrazine (DNPH) solutions, were performed. The formed hydrazine was studied using high-performance liquid chromatography (HPLC) accompanied by a detector for ultraviolet (UV). A set of carbonyl-DNPH derivative standards was developed and compared with engine tailpipe gases produced by both fuel modes. An understanding of carbonyl chemical compounds such as formaldehyde, acetaldehyde, and acrolein (HCHO, CH3CHO, and H2 = CHCHO, respectively) is essential for researchers to know how these chemicals affect human health and the environment. In both fuel modes, acetaldehyde was the main combustible product 25 ppm followed by formaldehyde 17 ppm, croton aldehydes 16 ppm, acrolein 12 ppm, and iso-valerdyhyde 10 ppm. In addition to these species, only a few other chemical species were detected in the exhaust gas. According to this study, carbonyl compounds from blended fuel contribute 15–22% of pure diesel fuel emissions. As shown by the results, engine operating conditions and fuel mode have a strong impact on the total amount of carbonyls released by the engine. Engine performance was highly influenced by different fuel modes and engine speeds. Using pure diesel, the regulated emissions, HC, CO, and NOx, registered high concentrations at a lower speed (1500 rpm) and NOx presented with the highest concentration of 4 g/kWh followed by CO with 1 g/kWh and HC with 0.5 g/kWh.

This work investigated the potential for waste heat recovery from a cement factory using thermoelectric generation (TEG) technology. Several TEGs were placed on a secondary coaxial shell separated from the kiln shell by an air gap. The performance of the system was tested and evaluated experimentally. Two cooling methods, active water and forced air, were considered. A forced closed-loop water cooling system with a heat exchanger was considered for the active-water cooling method. A heat exchanger was inserted before the water tank to improve cooling efficiency by reducing the inlet temperature of the cooling water tank, in contrast to forced-air cooling, in which a heatsink was used. The obtained results indicated that the closed-loop water-cooled system equipped with a radiator, i.e., active water, has the highest conversion efficiency. The maximum absorbed heat for the forced-air and active-water cooling systems were 265.03 and 262.95 W, respectively. The active-water cooling method improves the power of TEG by 4.4% in comparison with forced-air cooling, while the payback periods for the proposed active-water and forced-air cooling systems are approximately 16 and 9 months, respectively.