Way of working
Engibex specializes in Research & Development, from feasibility studies right through to production. Our focus is on product innovation rather than setting up installations, machinery maintenance or the optimisation of mass production. Our highly qualified engineers (at the very least Masters, PhD or post PhD) all enjoy the benefit of a long-term, permanent Belgian contract.
On our first encounter with our clients we first undertake an in-depth analysis of their needs. We focus on listening and understanding those needs and if necessary anticipating them.
Once we have understood the needs and requirements, we scrupulously match these to the profiles of our consultants so as to make the very best match possible and to best meet the challenge.
We offer a bespoke service, adapted to the requirements of our clients with the aim of ensuring that they benefit from high added-value recommendations!
The objective of this project was to develop a power-splitting module which had to be integrated into the control data processing unit of a meteorological satellite.
Aerospace
First of all, the control data processing unit (CDPU) had to be examined in order to determine where the power splitting module would be integrated, the research team embarked on development.
Bearing in mind the uniqueness of the system and its working environment, the project initially required analyzing on how the overall system worked, focussing primarily on the new module and other equipment it might interact with.It was crucial that the Engibex engineers met the technical specifications defined at the start of the project and required by the final
Therefore the focus shifted towards the improvement of the parameters and on precision and power criteria.4 main axes where an R&D approach had to be used:
Firstly, they worked on an improved component selection, in order to respect the specifications, guarantee correct functioning and to offer the best results.
This phase was essential because the initial choice of module elements has a significant impact on the general performance of the satellite and its observation of meteorological phenomena.During the next phase, the classic process of drawing up schemas, circuit simulation and circuit routing was followed.
Afterwards, the team moved on to the development of the electronic circuits.
The team looked in depth at the placement of the various elements with a focus on innovation to minimizing noise, facilitating dissipation and keeping assembly costs to a minimum.Next task was to meticulously develop the routing so a maximal performance and signal integrity could be provided – validation of these is aided by circuit simulation through the use of consistency checks, mask checking and, where necessary, implementing changes to the original schema to ensure that an optimized solution can be developed based on the original specifications of the project.
During the fourth and final stage, and again with a focus to guarantee the most advanced performance possible, the problems that could occur during a worst case scenario had to be tackled for each circuit.
This explains why the plan was reviewed at several stages during the whole process and booked progress was tested several times, with the help of a project report being produced after each testing phase to ensure traceability of the development process.In fact, the entire technical implementation of the module components was an iterative process.
Some phases saw blocking points that required several development stages to ensure adherence to the criteria and requirements of the project and to meet its specifications.It was a very demanding, yet rewarding project where our consultants handled with a focus on R&D and where they had to excel in their engineering activities.
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The aim of the project was to improve the current production and to develop new components and transmission systems. The R&D process can be split into two phases.
Automotive
The first phase consisted in improving fuel consumption and performance (reactivity, sense of security and control on the part of the driver, etc.) of existing automatic transmissions (VT2 and VT3/3+) while reducing production costs.
The second phase aimed at developing the next generation of Continuously Variable Transmission (CVT) to be more efficient on a broader operation range (mid-sized vehicles).
The R&D team was constantly striving to invent and develop the next generation of CVT and hybrid transmissions. Activities included concept research, conception, product development, prototype construction, and validation.
Project about inductive chargers and how these can influence the way we use transport.
Transport
Induction chargers typically use an induction coil to create an alternating electromagnetic field from within a charging base station, and a second induction coil in the portable device takes power from the electromagnetic field and converts it back into electric current to charge the battery. The two induction coils in proximity combine to form an electrical transformer.
Essentially the device and the charging station form a two-part- transformer, with the charging having one part of the transformer and the device having the other. When the device slides on to the station the complete transformer is created and the energy can flow.
We are working for a company which has developed the use of the high power inductive energy transfer to create wireless charging for the PRIMOVE vehicles. One of the components is a buried underground station used as an emitting device and the receiving equipment is installed beneath the vehicle. As soon the vehicle covers the charging segment the contactless charging process stars automatically
This system has is highly efficient and fast. Those vehicles can be charged rapidly and seamlessly either in motion (dynamic charging) or at rest (static charging) without the need for extra fleet vehicles or batteries.
This is a system cleaner without using catenaries, cables, wires or plugs, Also prevents the emissions of carbon or noxious gases. And the contamination emitted by noise or vibrations.Volvo is another company which also has developed its own inductive charging for one of its model lineup.
“Volvo is focusing on the C30 electric design and hopes to make it as comfortable, sporty and safe as the standard car. The electric C30 will have a range of up to 150 kilometers per charge and have a top speed of 130 km/h. Volvo’s ambitious “Drive towards Zero” program has the goal of a complete range of electric and plug-in hybrid cars by 2020.
The aim of this project was to develop a development application kit to demonstrate a hearing aid system composed of magnetic induction earplugs.
One of our clients had developed a single chip solution called NFMI (Near Field Magnetic Induction). This enables wireless streaming audio and data transfer using NFMI, a mature technology with proven results in the hearing aid industry. The NFMI technology boasts several important properties such as ultra-low energy consumption and the capacity to create an extremely reliable network in and around the human body, with audio and high-quality data transmission over short distances (<1m). An additional advantage of integration is that it requires very few external components. NFMI is a short-range technology and, as such, also creates a private network, which renders it much less sensitive to outside interference than 2.4 GHz.
The wireless headset contains two headphones: one earplug creates an NFMI network and the other joins the NFMI network.
ENGIBEX was responsible for the development of cards for the application development kit which enables functionality demonstration to consumers.
Today’s industry demands constantly improved performance for their production tools with a view to reducuing runnign costs and in this context, the client needed to improve the efficiency of its compressed air systems. The next step to delivering machines with improved cost-effectiveness was to adapt the electric motor and the powertrain of GA oil-injected screw compressors.
The project we have been working on is in the field of high-efficiency synchronous motors. The goal of the project was to improve the efficiency of the driveline of the GA+ compressor range. These compressors currently use an induction motor because they are connected directly to the electricity grid. The rotor cage of the induction motor allows the motor to start without the use of (power) electronics and the related losses.
To improve the efficiency of the GA+ compressor range, the client wanted to investigate the possibility of installing a more efficient, directly on-line, electric motor. The following options were investigated:
- Direct-online synchronous reluctance motor
- Line-start permanent magnet motor
- Hybrid (copper rotor) induction motor
We performed tests on the motors described above, to select the motor best applied in the GA+ compressor range. Data tests are performed on a motor test bench to compare the efficiency of the motors and compressor tests are performed to make sure the compressor behavior is at least the same if not improved. Other improvements on the driveline, such as an alternative drivetrain set-up, alternative cooling and so on were also investigated to make sure the GA+ compressor maintains its position as the best compressor on the market.