Dissertationen zum Thema „Testing of exhaust clamps“

The subject of the diploma thesis is research of the testing process exhaust clamps. There is a description of a testing device designed to provide simulations of the real operating conditions on an exhaust assembly. The testing device is named the Hot Gas Test Bench. The thesis solves the optimization process of the test setup by determining the optimal fuel ratio, which is given by air flow as oxidizer and flow of natural gas as fuel. The input parameters which provide flow of mentioned fluids are speeds of blowers. In diploma thesis is created a design of initialization and control process to ensure the optional combustion ratio during the entire length of the test.

Intake and Exhaust system noise makes a huge contribution to the interior and exterior noise of automobiles. There are a number of linear acoustic tools developed by institutions and industries to predict the acoustic properties of intake and exhaust systems. The present project discusses and validates, through measurements, the proper modelling of these systems using BOOST-SID and discusses the ideas to properly convert a geometrical model of an exhaust muffler to an acoustic model. The various elements and their properties are also discussed.

When it comes to Acoustic properties there are several parameters that describe the performance of a muffler, the Transmission Loss (TL) can be useful to check the validity of a mathematical model but when we want to predict the actual acoustic behavior of a component after it is installed in a system and subjected to operating conditions then we have to determine other properties like Attenuation, Insertion loss etc,.

Zero flow and Mean flow (M=0.12) measurements of these properties were carried out for mufflers ranging from simple expansion chambers to complex geometry using two approaches 1) Two Load technique 2) Two Source location technique. For both these cases, the measured transmission losses were compared to those obtained from BOOST-SID models.

The measured acoustic properties compared well with the simulated model for almost all the cases.

Over the years the regulations on emissions from heavy duty vehicles have become stricter. Emission measurements during development are therefore done by the manufacturers in order to check compliance in an early stage. This is a time demanding process due to complicated installation and operation of the test equipment. Therefore a simplified concept for replacing such equipment was evaluated and a prototype was designed capable of measuring NOx concentration, exhaust volume flow and CO2 concentration together with reading on board diagnostic messages over CAN in order to include additional truck sensory data. This report describes the development process and contains modular tests of the prototypes separate modules as well as a whole systems test against Horiba OBS-2200, a portable emissions measurement system, in a truck. The results from the tests were that NOx concentration, exhaust volume flow, CO2 concentration and NOx accumulated mass showed good correlation with the references used. The prototype system achieved a coefficient of determination, R2 value, of 0.988 for the NOx mass flow compared to the reference and a total error of less than 7% of accumulated NOx mass.
Med introduktionen av Euro VI har kraven på lägre utsläpp från tunga fordon skärpts. För att kunna uppnå dessa krav är det naturligt att emissionstester utförs även på utvecklingsfordon som en del av utvecklingsprocessen. Dessa tester är tidskrävande på grund av komplicerad installation och svårhanterad utrustning. För att minska problemen med utvecklingstester utvärderades ett nytt koncept för mätning av NOx koncentration, avgasflöde och CO2 koncentration samt avläsning av OBD-data. Denna rapport beskriver utvecklingsprocessen av en prototyp och utvärdering av moduler samt test av hela prototypen mot Horiba OBS-2200, en emissionsmätutrustning som används på Scania CV AB, på en lastbil. Resultaten visar att NOx koncentration, CO2 koncentration, avgasflöde och ackumulerat NOx massutsläpp kan mätas med bra överensstämmelse mot referensutrustningen. Prototypen uppnådde en determinationskoefficient på 0.988 för massflöde av NOx relativt referensen och hade ett totalt fel på mindre än 7% i ackumulerad NOx-massa.

Intake and exhaust orifice noise contributes to interior and exterior vehicle noise. The order noise radiated from the orifice of the intake and exhaust systems is caused by the pressure pulses generated by the periodic charging and discharging process and propagates to the open ends of the duct systems. The propagation properties of these pulses are influenced by the dimensions and acoustic absorption properties of the different devices in the intake/exhaust line (muffler, turbocharger, catalyst, intercooler, particulate filter, etc.). Additional to this pulse noise, the pulsating flow in the duct system generates flow noise by vortex shedding and turbulence at geometrical discontinuities. Several turbochargers, catalytic converters, Diesel particulate filters and intercoolers elements were investigated and analyzed by performing two-port acoustic measurements with and without mean flow at both cold conditions (room temperature) and hot conditions (running engine test bed) to investigate these devices as noise reduction elements. These measurements were performed in a frequency range of 0 to 1200 Hz at no flow conditions and at flow speeds: 0.05 and 0.1 Mach. A new concept for the acoustic modeling of the catalytic converters, Diesel particulate filters and Intercoolers, and a new geometrical model for the turbocharger were developed. The whole test configuration was modeled and simulated by means of 1-D gas dynamics using the software AVL-Boost. The results were validated against measurements. The validation results comprised the acoustic transmission loss, the acoustic transfer function and the pressure drop over the studied test objects. The results illustrate the improvement of simulation quality using the new models compared to the previous AVL-Boost models.

QC 20111115

The increased use of the diesel engine in the passenger car, truck and bus market is due to high efficiency and lower fuel costs. This growing market share has brought with it several environmental issues for instance soot particle emission. Different technologies to remove the soot have been developed and are normally based on some kind of soot trap. In particular for automobiles the use of diesel particulate traps or filters (DPF:s) based on ceramic monolithic honeycombs are becoming a standard. This new exhaust system component will affect the acoustics and also work as a muffler. To properly design exhaust systems acoustic models for diesel particulate traps are needed. The first part of this thesis considers the modelling of sound transmission and attenuation for traps that consist of narrow channels separated by porous walls. This work has resulted in two new models an approximate 1-D model and a more complete model based on the governing equations for a visco-thermal fluid. Both models are expressed as acoustic 2-ports which makes them suitable for implementation in acoustic software for exhaust systems analysis. The models have been validated by experiments on clean filters at room temperature with flow and the agreement is good. In addition the developed filter models have been used to set up a model for a complete After Treatment Device (ATD) for a passenger car. The unit consisted of a chamber which contained both a diesel trap and a Catalytic Converter (CC). This complete model was also validated by experiments at room temperature. The second part of the thesis focuses on experimental techniques for plane wave decomposition in ducts with flow. Measurements in ducts with flow are difficult since flow noise (turbulence) can strongly influence the data. The difficulties are also evident from the lack of good published in-duct measurement data, e.g., muffler transmission loss data, for Mach-numbers above 0.1-0.2. The first paper in this part of the thesis investigates the effect of different microphone mountings and signal processing techniques for suppressing flow noise. The second paper investigates in particular flow noise suppression techniques in connection with the measurement of acoustic 2-ports. Finally, the third paper suggests a general wave decomposition procedure using microphone arrays and over-determination. This procedure can be used to determine the full plane wave data, e.g., the wave amplitudes and complex wave numbers k+ and k-. The new procedure has been applied to accurately measure the sound radiation from an unflanged pipe with flow. This problem is of interest for correctly determining the radiated power from an engine exhaust outlet. The measured data for the reflection coefficient and end correction have been compared with the theory of Munt [33] and the agreement is excellent. The measurements also produced data for the damping value (imaginary part of the wavenumber) which were compared to a model suggested by Howe [13]. The agreement is good for a normalized boundary layer thickness less than 30-40

One of the challenges facing engineers is to provide clean, sustainable, affordable and reliable electricity. One of the major pollutants associated with coal combustion is CO2. A proposed technology for efficiently capturing CO2 while producing electricity is pressurized oxy-combustion (POC). The first objective of this work is to design, build and demonstrate an exhaust system for a 20 atmosphere oxy-coal combustor. The second objective of this work is to design and build mounts for a two-color laser extinction method in the POC. The POC reactor enables the development of three key technologies: a coal dry-feed system, a high pressure burner, and an ash management system. This work focuses on cooling the flue gas by means of a spray quench and heat exchanger; controlling the reactor pressure and removing ash from the flue gas. Designs and models of each component in the exhaust systems are presented. Methods to test and assemble each system are also discussed. The spray quench flow rate was measured as a function of pump pressure. Theoretical models for the required amount of water in the spray quench, the flue gas composition, the length and number of tubes in the heat exchanger, and the cyclone collection efficiency are presented. The combined exhaust system is assembled and ready to be tested once issues involving the control system and burner are resolved.

Diesel particulate matter (DPM) is comprised of two main fractions, organic carbon (OC) and elemental carbon (EC). DPM is the solid portion of diesel exhaust and particles are submicron in size typically ranging from 10 to 1000 nanometers. DPM is a known respirable hazard and occupational exposure can lead to negative health effects. These effects can range from irritation of the eyes, nose, and throat to more serious respirable and cardiovascular diseases. Due to the use of diesel powered equipment in confined airways, underground mine environments present an increased risk and underground mine works can be chronically overexposed. Current engineering controls used to mitigate DPM exposure include cleaner fuels, regular engine maintenance, ventilation controls, and enclosed cabs on vehicles. However even with these controls in place, workers can still be overexposed. The author's research group has previously tested the efficacy of a novel, fog-based scrubber treatment for removing DPM from the air, in a laboratory setting. It was found that the fog treatment improved DPM removal by approximately 45% by number density compared to the control trial (fog off). The previous work stated thermal coagulation between the fog drops and the DPM, followed by gravitational settling of the drops to be the likely mechanisms responsible for the DPM removal. The current work investigated the efficacy of the fog treatment on a larger scale in an underground mine environment, by using a fogging scrubber to treat the entire exhaust stream from a diesel vehicle. A total of 11 field tests were conducted. Based on measurements of nanoparticle number concentration at the inlet and outlet of the scrubber, the fog treatment in the current work showed an average improvement in total DPM removal of approximately 55% compared to the control (fog off) condition. It was found that the treatment more effectively removed smaller DPM sizes, removing an average of 84 to 89% of the DPM in the 11.5, 15.4, and 20.5 nanometer size bins and removing 24 to 30% of the DPM in the 88.6, 115.5, and 154 nanometer size bins. These observations are consistent with expectations since the rate of coagulation between the DPM and fog drops should be greater for smaller diameters. Further analysis of the DPM removal was aided by the development of a mechanistic model of the fogging scrubber. The model uses the inlet data from the experimental tests as input parameters, and it outputs the outlet concentration of DPM for comparison to the experimental outlet data. Results provided support for the notion that DPM removal relies on DPM-fog drop coagulation, and subsequent removal of the DPM-laden drops as opposed to DPM removal by diffusion or inertial impaction of DPM directly to the walls. The model results suggest that inertial impaction of these drops to the scrubber walls is likely much more important than gravitational settling. Moreover, the ribbed geometry of the tubing used for the scrubber apparatus tested here appears to greatly enhance inertial impaction (via enhancement of depositional velocity) versus smooth-walled tubing. This is consistent with previous research that shows particle deposition in tubes with internally ribbed or wavy structures is enhanced compared to deposition in tubes with smooth walls.
Master of Science
Diesel particulate matter (DPM) describes the solid portion of diesel exhaust. These particles are in the nanometer size range (10-1000nm) and can penetrate deep within the lungs presenting a serious health hazard. Because of the use of diesel powered equipment in confined spaces, DPM presents an occupational hazard for underground mine workers. Even with the use of cleaner fuels, regular engine maintenance, proper ventilation, and enclosed vehicle cabs, workers can still be over exposed. Previous work has shown that a water fog treatment can help to remove DPM from the air in a laboratory setting. This removal is due to the DPM particles attaching to the drops, followed by the drops settling out of the air due to gravity or impacting the walls of a tube. To explore a full scale exhaust treatment, a fogging scrubber was built using a fogger and a long tube, and was tested in an underground mine on vehicle exhaust. Experimental results showed that the fog treatment was effective at removing DPM from the exhaust. On average, the fog improved DPM removal by about 55% compared to when the treatment was not employed (fog off). To better understand the mechanisms responsible for DPM removal in the scrubber, a computer model was generated. The model uses the inlet parameters from the field tests, such as inlet DPM and fog concentration and tube geometry, and predicts the scrubber outlet DPM concentration. The model results suggest that the primary way that DPM is removed from the system is by combining with fog drops, which then hit the scrubber tube walls. This effect is probably enhanced by the ribbed structure of the scrubber tubing used here, which may be important for practical applications.

Thesis (M.S.)--West Virginia University, 2005.
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Thesis (M.S.)--West Virginia University, 2008.
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Thesis (M.S.)--West Virginia University, 2000.
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Thesis (M.S.)--West Virginia University, 2007.
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Thesis (M.S.)--West Virginia University, 2005.
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Thermoelectric generators (TEGs) are currently a topic of interest in the field of energy harvesting for automobiles. In applying TEGs to the outside of the exhaust tailpipe of a vehicle, the difference in temperature between the hot exhaust gases and the automobile coolant can be used to generate a small amount of electrical power to be used in the vehicle. The amount of power is anticipated to be a few hundred watts based on the temperatures expected and the properties of the materials for the TEG.
This study focuses on developing efficient heat exchanger modules for the cold side of the TEG through the analysis of experimental data. The experimental set up mimics conditions that were previously used in a computational fluid dynamics (CFD) model. This model tested several different geometries of cold side sections for the heat exchanger at standard coolant and exhaust temperatures for a typical car. The test section uses the same temperatures as the CFD model, but the geometry is a 1/5th scaled down model compared to an full-size engine and was fabricated using a metal-based rapid prototyping process. The temperatures from the CFD model are validated through thermocouple measurements, which provide the distribution of the temperatures across the TEG. All of these measurements are compared to the CFD model for trends and temperatures to ensure that the model is accurate. Two cold side geometries, a baseline geometry and an impingement geometry, are compared to determine which will produce the greater temperature gradient across the TEG.
Master of Science

Thesis (Ph. D.)--West Virginia University, 2002.
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In the European Union the legislation governing fleet CO2 emissions is already in place with a fleet average limit of 130g/km currently being imposed on all vehicle manufacturers. With the target for this legislation falling to 95g/km by 2020 and hefty fines for noncompliance automotive engineers are working a pace to develop new technologies that lower the CO2 emissions and hence fuel consumption of new to market vehicles. As average new vehicle CO2 emissions continue to decline the task of measuring these emissions with high precision becomes increasingly challenging. With the introduction of real world emissions legislation planned for 2017 there is a development driven need to precisely assess the vehicle CO2 emissions on chassis dynamometers over a wide operating range. Furthermore since all type approval and certification testing is completed on chassis dynamometers, any new technology must be proven against these test techniques. Typical technology improvements nowadays require repeatability limits which were unprecedented 5-10 years ago and the challenge now is how to deliver this level of precision. Detailed studies are conducted into the four key areas that cause significant noise to the CO2 emissions results from chassis dynamometer tests. These are the vehicle electrical system, driver behaviour, procedural factors and the chassis dynamometer itself. In each of these areas, the existing contribution of imprecision is quantified, methods are proposed then demonstrated for improving the precision and the improved case is quantified. It was found that the electrical system can be controlled by charging the vehicle battery, not using auxiliary devices and installing current measurement devices on the vehicle. Simply charging the vehicle battery prior to each test was found to cause a change to the CO2 emissions of 2.2% at 95% confidence. Whilst auxiliary devices were found to cause changes to the CO2 emissions of up to 43% for even a relatively basic vehicle. The driver behaviour can be controlled by firstly removing the tolerances from the driver’s aid which it was found improved the precision of the CO2 emissions by 43.5% and secondly by recording the throttle pedal movements to enable the validation of test results. Procedural factors, such as tyre pressures can be easily controlled by resisting the temptation to over check and by installing pressure sensing equipment. Using a modern chassis dynamometer with low parasitic losses will make the job of controlling the dynamometer easier, but all dynamometers can be controlled by following the industry standard quality assurance procedures and implementing statistical process control tools to check the key results. The implementation of statistical process control alone improved the precision of unloaded dynamometer coastdown checks by reducing the coefficient of variation from 6.6 to 4.0%. Using the dynamometer to accelerate the vehicle before coastdown checks was found to approximately halve the variability in coastdown times. It was also demonstrated that verification of the dynamometer inertia simulation and response time are both critically important, as the industry standard coastdown test is insufficient, in isolation, to validate the loading on a vehicle. Six sigma and statistical process control techniques have shown that for complex multiple input single output systems, such as chassis dynamometer fuel economy tests, it is insufficient to improve only one input to the system to achieve a change to the output. As a result, suggested improvements in each noise factor often have to be validated against an input metric rather than the output CO2 emissions. Despite this, the overall level of precision of the CO2 emissions and fuel consumption seen at the start of the research, measured by the coefficient of variation of approximately 2.6%, has been improved by over six times through the simultaneous implementation of the findings from this research with the demonstration of coefficient of variation as low as 0.4%. Through this research three major contributions have been made to the state of the art. Firstly, from the work on driver behaviour an extension is proposed to the Society of Automotive Engineers J2951 drive quality metric standard to include the a newly developed Cumulative Absolute Speed Error metric and to suggest that metrics are reviewed across the duration of a test to identify differences in driving behaviours during a test that do not cause a change to the end of test result. Secondly, the need to instrument the vehicle and test cell to record variability in the key noise factors has been demonstrated. Thirdly, a universal method has been developed and published from this research, to use response modelling techniques for the validation of test repeatability and the correction of CO2 emissions. The impact of these contributions is that the precision of chassis dynamometer emissions tests can be improved by a factor of 6.5 and this is of critical importance as the new real world driving and world light-duty harmonised emissions legislation comes into force over the next two to five years. This legislation will require an unprecedented level of precision for the effective testing of full vehicle system interactions over a larger operating range but within a controlled laboratory environment. If this level of precision is not met then opportunities to reduce vehicle fuel consumption through technology that only has a small improvement on fuel consumption, which is likely given the large advances that have be achieved over the last few decades, will be missed.

Student Number : 9900051W - MSc dissertation - School of Chemical and Metallurgical Engineering - Faculty of Engineering and the Built Environment
When specifying materials for use in exhaust systems, it is imperative that they exhibit sufficient corrosion resistance for the specific conditionsto which exhaust components are exposed, since up to 80% of all failures is attributed to corrosion and oxidation. It is therefore neccesary to establish the corrosion behaviour of the materials in conditions and environments to which the exhausts would typically come into contact with. Most car manufacturers, exhaust manufacturers and material providers have specific corrosion testing methods which they use to determine the corrosion resistance of candidate materials, but there appears to be no standard procedure. A summary comparing all the existing systems is given in section 2.7. The corrosion testing methods utilise a wide range of conditions, testing temperatures and stages. However, careful investigation of the tests show some similarities, and it was possible to identify eleven key tests, that cover internal corrosion, external corrosion and oxidation for both diesel and petrol engines. Eight of these tests were used to rank the corrosion and oxidation resistance of selected stainless steels, namely AISI type 304, 321, 409, 434 and DIN 1.4509. It appears that the austenitic stainless steels perform better in the cold end conditions, while the ferritic types are more resistant in the hot end high temperature conditions. Of all the eight test performed, only the electrochemical tests for external corrosion of cold end components did not give reproducible results. The rest of the tests could be used to screen materials for exhaust system applications. In the internal condition of the cold end, the results of the elctrochemical tests indicated that they can be used as a possible replacement for the long exposure tests. The key tests also highlighted the the presence of NH4+ ions in an exhaust gas is benificial to the corrosion resistance od stainless steels in internal cold end application. Its inhibiting effect was more pronounced for the ferritic stainless steels. The project indicated that external corrosion due to salt environments is not the major cause of the failure of cold end components, but rather that internal corrosion due to the condensate is the most detrimental.

An exhaust manifold of a truck engine is subjected to tough conditions. As the truck is started, operated and shut down, it becomes subjected to thermal cycling up to around 800°C. At such high temperatures, corrosion, fatigue and creep are active degradation mechanisms. As can be imagined, the interplay between the three complicates materials selection. It is desired to have a versatile grade of high durability which is not too expensive. At the moment, a ferritic, ductile cast iron designated SiMo51 is used for the application. However, due to the rough conditions, it is considered to be on the verge of its operational limit. As a consequence, there is an ongoing search for candidate materials. In this study, the ductile cast irons SiMo51, SiMo1000, D5S and the cast steel HK30 have been included. In the past, there have been several studies describing corrosion and fatigue of the cast materials used for exhaust manifolds. However, on the subject of creep of cast materials, little is known. The present study aims to reveal creep tendencies of cast materials and to do it in several ways. More precisely, three creep-testing methods were employed: the conventional constant-load creep-test, the “Sequential tensile test (STT)” and “Stress relaxations with thermal cycling (SRTC)”. The first one is the traditional one. It is tedious, usually lasting months or years. The second one is a tensile test in which the strain rate is changed in sequences as specimen deformation proceeds. Here, the idea is that a slow tensile test is not different from a conventional creep test. In the third one, stress relaxations are provoked as a specimen is thermally cycled in a locked state. Since stress relaxations are a consequence of creep deformation, the relaxation data gathered from isothermal holds can be directly compared to results from the isothermal constant-load creep-test and STT. When thermally cycled in a locked state, the materials display a loop character in σ, ε and T which provides extensive information about the mechanical properties over the selected temperature interval. In a logarithmic Norton plot, the creep strain rate is plotted as a function of stress. By plotting STT-data in such Norton plots, it was shown that the creep behaviour of the included materials is well represented by Norton’s law. Furthermore, it was found that the creep strain rates and stress relaxations, measured during isothermal holds in SRTC, in several cases show perfect coincidence with tensile test data obtained through STT. At 700°C, data from all three tests were inserted in the same Norton plot. At higher stress levels, the SRTC-curve follows the STT-curve and at lower stresses, when the creep regime is entered, it bends down and unites with data obtained by the constant-load creep tests. Additionally, it was seen that a relatively high degree of pre-deformation can give a critical stress below which creep deformation stops completely.

The Financier is Scania CV. 

M. Tech. Mechanical Engineering.
Evaluates the effects of blends (vegetable oil-Butanol (BU) alcohol-diesel) on fuel properties, engine performance, combustion, and emission characteristics. Fuel blends investigated were croton oil (CRO), Diesel (D2), 20% CRO-80% D2, 15% CRO-5% BU-80% D2 and 10% CRO-10% BU-80% D2.

Polycyclic (or polynuclear) aromatic hydrocarbons (PAHs) are environmental pollutants produced during the incomplete combustion of organic matter. Since many of these compounds have been shown to be mutagenic and/or carcinogenic, an investigation was initiated into determining the PAH content and mutagenicity of the ash that remains after sugar cane crop burning, and the soot deposited on toll booths by vehicle exhaust emissions. Due to the large amount of sugar cane farming in the Natal coastal region and that the favoured method of disposing unwanted leafy trash is crop burning, concern was expressed as to the nature of the residue that is formed. PAHs have been identified in the residues from combusted wood and straw and, due to their intrinsic similarity to sugar cane, it was considered that the burning of sugar cane could generate PAHs. It is well documented that vehicle exhaust emissions exhibit mutagenic properties and PAHs have been identified as the major contributors of this observed mutagenicity. Since a toll plaza is an area of high traffic density, it was considered to be an ideal location for an investigation into the build-up of particles emitted by the passing vehicles, and to study to what extent the operators are exposed to harmful compounds. In addition, this sample acted as a control, since the detection of PAHs and mutagenic activity in the soot would be an indication that the correct experimental techniques were being employed. Samples were collected on site. The sugar cane ash was collected off a field immediately after burning had taken place, and the soot was collected either by scraping the toll booth walls and surrounding areas or by wiping the surfaces with cotton wool swabs. The organic portion of the samples was separated from the inorganic and carbonaceous substances by extraction into a suitable solvent; the use of both acetone and dichloromethane was investigated. The extracts were divided into two portions - one was used for the analysis of PAHs and the other for determining mutagenic activity. Analysis for PAHs involved subjecting the extracts to a sample clean-up routine and the use of a number of analytical techniques to characterise the components. The mutagenic properties of the samples were investigated by means of two bacterial mutagenicity tests: the Salmonella typhimurium assay (the Ames test) and a new commercially available test kit, the SOS Chromotest. A number of PARs were identified in the extracts by means of reverse phase high performance liquid chromatography (HPLC) with both ultraviolet and fluorescence detection, the latter being the more sensitive method. Mutagenic activity was detected for both samples in the Ames test and for the toll booth soot in the SOS Chromotest, and this observed mutagenicity was attributed to the presence of the PAHs.
Thesis (M.Sc.)-University of Natal, Durban, 1992.