Forces between bilayers of cetyltrimethylammonium bromide in micellar solutions

A direct force-measuring technique has been used to study the interaction forces between adsorbed CTAB (cetyltrimethylammonium bromide) bilayers at concentrations well above the CMC (critical micelle concentration). An analysis of these results based on the Poisson-Boltzmann equations leads to the conclusion that CTAB micelles and adsorbed bilayers are about 22(±4)% dissociated. The apparent agreement of bilayer and micellar ion binding parameters raises an important challenge for theories of double-layer interactions. In addition, the double-layer decay lengths observed in these micellar solutions appear to be due entirely to the dissociated bromide and free CTA+ ions, with no apparent contribution from charged micelles.

Attractive forces between surfaces : what can and cannot be learned from a jump-in study with the surface forces apparatus?

We study theoretically the dynamics of film thinning under the action of an attractive surface force near the point of a jump instability. Our approach is illustrated by modeling van der Waals and hydrophobic attractive forces. The main result is that with the hydrophobic force law reported previously it is often impossible to establish the jump separation with any certainty. The surfaces instead approach slowly from a distance which is much larger than the point where an actual jump is expected. We conclude that an attractive force measured by the static jump technique is overestimated, and we formulate principles of a new dynamic jump method. The use of this new technique would permit direct measurements of attractive forces at separations below the static jump distance down to contact of the surfaces.

Look-ahead intelligent energy management of a parallel hybrid electric vehicle

Improving fuel efficiency in vehicles can reduce the energy consumption concerns associated with operating the vehicles. This paper presents a model for a parallel hybrid electric vehicle. In the model, the flow of energy starts from wheels and spreads toward engine and electric motor. A fuzzy logic based control strategy is implemented for the vehicle. The controller manages the energy flow from the engine and the electric motor, controlling transmission ratio, adjusting speed, and sustaining battery's state of charge. The controller examines the vehicle speed, demand torque, slope difference, state of charge of battery, and engine and electric motor rotation speeds. It then determines the best values for continuous variable transmission ratio, speed, and torque. A slope window method is formed that takes into account the look-ahead slope information, and determines the best vehicle speed. The developed model and control strategy are simulated using real highway data relating to Nowra-Bateman Bay in Australia, and SAE Highway Fuel Economy Driving Schedule. The simulation results are presented and discussed. It is shown that the use of the proposed fuzzy controller reduces the fuel consumption of the vehicle.

A look-ahead road grade determination method for HEVs

This paper presents a look-ahead road grade determination method for use in energy management of hybrid electric vehicles. Data that is gathered from a digital map and vehicle sensors is used to predict the future road grade and longitudinal forces. The predicted information is employed to specify the near future traction force demand. A simulation is carried out using data associated with a 50 km section of a real highway for a typical vehicle. The results are presented and discussed.

Clegg hammer measures and human external landing forces : is there a relationship?

Ground hardness is deemed an important consideration for player safety for sports played on natural turf surfaces. Currently, a ground hardness measure is being determined using a Clegg hammer, with the suitability for play dependent on an acceptable reading. This study aimed to examine whether a relationship between Clegg hammer readings and ground reaction forces (GRF’s) generated by a human during a drop landing exist. Fifteen male community level Australian football players were recruited for the study. Participants performed a single leg drop landing on the right leg from a 45cm box onto the force plate to record GRF’s. Ten trials were conducted for three conditions: no shock pad, thin shock pad (15mm) and thick shock pad (50mm) under a synthetic turf sample. Four consecutive Clegg hammer readings were recorded following each set of ten trials. Variables of interest were maximum vertical GRF (Max vGRF), maximum rate of loading (Max RoL) and Clegg hammer (CH) readings. Pearson’s Correlation Coefficient was conducted to examine the relationship between variables and conditions. Slight to fair relationships were found between the Max vGRF and any of the four CH drops (0.181 ≤r≥ 0.189; p ≤ 0.01). This finding was similar to the relationship with Max RoL (0.209 ≤r≥ 0.217; p ≤ 0.01). When analysed for the specific shock pad condition, the relationships remained poor (r <0.1; p ≥ 0.29), with the exception of the Max RoL and the CH readings on the thick shock pad (0.1 ≤r≥ 0.2; p ≥ 0.03). The results of this study show that the ground reaction forces experienced by a human on different levels of surface hardness are significantly different to the forces on impact of the Clegg hammer. Consequently, the Clegg hammer may not be the most appropriate device for relating surface hardness to player safety, thus it is possible that the Clegg hammer alone is insufficient in globally determining ground safety.

Risk of falls and motor vehicle collisions in glaucoma

PURPOSE. To investigate the risk of falls and motor vehicle collisions (MVCs) in patients with glaucoma.

METHODS. The sample comprised 48 patients with glaucoma (mean visual field mean deviation [MD] in the better eye = −3.9 dB; 5.1 dB SD) and 47 age-matched normal control subjects, who were recruited from a university-based hospital eye care clinic and are enrolled in an ongoing prospective study of risk factors for falls, risk factors for MVCs, and on-road driving performance in glaucoma. Main outcome measures at baseline were previous self-reported falls and MVCs, and police-reported MVCs. Demographic and medical data were obtained. In addition, functional independence in daily living, physical activity level and balance were assessed. Clinical vision measures included visual acuity, contrast sensitivity, standard automated perimetry, useful field of view (UFOV), and stereopsis. Analyses of falls and MVCs were adjusted to account for the possible confounding effects of demographic characteristics, medications, and visual field impairment. MVC analyses were also adjusted for kilometers driven per week.

RESULTS. There were no significant differences between patients with glaucoma and control subjects with respect to number of systemic medical conditions, body mass index, functional independence, and physical activity level (P > 0.10). At baseline, 40 (83%) patients with glaucoma and 44 (94%) control subjects were driving. Compared with control subjects, patients with glaucoma were over three times more likely to have fallen in the previous year (odds ratio [OR]adjusted = 3.71; 95% CI, 1.14–12.05), over six times more likely to have been involved in one or more MVCs in the previous 5 years (ORadjusted = 6.62; 95% CI, 1.40–31.23), and more likely to have been at fault (ORadjusted = 12.44; 95% CI, 1.08–143.99). The strongest risk factor for MVCs in patients with glaucoma was impaired UFOV selective attention (ORadjusted = 10.29; 95% CI, 1.10–96.62; for selective attention >350 ms compared with ≤350 ms).

CONCLUSIONS. There is an increased risk of falls and MVCs in patients with glaucoma.

Intelligent energy management for plug-in hybrid electric vehicles : the role of ITS infrastructure in vehicle electrification

The desire to reduce carbon emissions due to transportation sources has led over the past decade to the development of new propulsion technologies, focused on vehicle electrification (including hybrid, plug-in hybrid and battery electric vehicles). These propulsion technologies, along with advances in telecommunication and computing power, have the potential of making passenger and commercial vehicles more energy efficient and environment friendly. In particular, energy management algorithms are an integral part of plug-in vehicles and are very important for achieving the performance benefits. The optimal performance of energy management algorithms depends strongly on the ability to forecast energy demand from the vehicle. Information available about environment (temperature, humidity, wind, road grade, etc.) and traffic (traffic density, traffic lights, etc.), is very important in operating a vehicle at optimal efficiency. This article outlines some current technologies that can help achieving this optimum efficiency goal. In addition to information available from telematic and geographical information systems, knowledge of projected vehicle charging demand on the power grid is necessary to build an intelligent energy management controller for future plug-in hybrid and electric vehicles. The impact of charging millions of vehicles from the power grid could be significant, in the form of increased loading of power plants, transmission and distribution lines, emissions and economics (information are given and discussed for the US case). Therefore, this effect should be considered in an intelligent way by controlling/scheduling the charging through a communication based distributed control.

The boundary lubrication of chemically grafted and cross-linked hyaluronic acid in phosphate buffered saline and lipid solutions measured by the surface forces apparatus

High molecular weight hyaluronic acid (HA) is present in articular joints and synovial fluid at high concentrations; yet despite numerous studies, the role of HA in joint lubrication is still not clear. Free HA in solution does not appear to be a good lubricant, being negatively charged and therefore repelled from most biological, including cartilage, surfaces. Recent enzymatic experiments suggested that mechanically or physically (rather than chemically) trapped HA could function as an “adaptive” or “emergency” boundary lubricant to eliminate wear damage in shearing cartilage surfaces. In this work, HA was chemically grafted to a layer of self-assembled amino-propyl-triethoxy-silane (APTES) on mica and then cross-linked. The boundary lubrication behavior of APTES and of chemically grafted and cross-linked HA in both electrolyte and lipid 1,2-dioleoyl-sn-glycero-3-phosphocholine (DOPC) solutions was tested with a surface forces apparatus (SFA). Despite the high coefficient of friction (COF) of μ ≈ 0.50, the chemically grafted HA gel significantly improved the lubrication behavior of HA, particularly the wear resistance, in comparison to free HA. Adding more DOPC lipid to the solution did not improve the lubrication of the chemically grafted and cross-linked HA layer. Damage of the underlying mica surface became visible at higher loads (pressure >2 MPa) after prolonged sliding times. It has generally been assumed that damage caused by or during sliding, also known as “abrasive friction”, which is the main biomedical/clinical/morphological manifestation of arthritis, is due to a high friction force and, therefore, a large COF, and that to prevent surface damage or wear (abrasion) one should therefore aim to reduce the COF, which has been the traditional focus of basic research in biolubrication, particularly in cartilage and joint lubrication. Here we combine our results with previous ones on grafted and cross-linked HA on lipid bilayers, and lubricin-mediated lubrication, and conclude that for cartilage surfaces, a high COF can be associated with good wear protection, while a low COF can have poor wear resistance. Both of these properties depend on how the lubricating molecules are attached to and organized at the surfaces, as well as the structure and mechanical, viscoelastic, elastic, and physical properties of the surfaces, but the two phenomena are not directly or simply related. We also conclude that to provide both the low COF and good wear protection of joints under physiological conditions, some or all of the four major components of joints—HA, lubricin, lipids, and the cartilage fibrils—must act synergistically in ways (physisorbed, chemisorbed, grafted and/or cross-linked) that are still to be determined.

Effect of surface roughness and electrostatic surface potentials on forces between dissimilar surfaces in aqueous solution

The first surface force measurements under electrochemical potential control between a metal and a ceramic surface across a liquid medium (water) are reported. Our experiments also investigate and reveal how increasing levels of surface roughness and dissimilarity between the potentials of the interacting surfaces influence the strength and range of electric double layer, van der Waals, hydration, and steric forces and how this contributes to deviations from DLVO theory at small distances within aqueous solution.

Recent advances in the surface forces apparatus (SFA) technique

The surface forces apparatus (SFA) has been used for many years to measure the physical forces between surfaces, such as van der Waals (including Casimir) and electrostatic forces in vapors and liquids, adhesion and capillary forces, forces due to surface and liquid structure (e.g. solvation and hydration forces), polymer, steric and hydrophobic interactions, bio-specific interactions as well as friction and lubrication forces. Here we describe recent developments in the SFA technique, specifically the SFA 2000, its simplicity of operation and its extension into new areas of measurement of both static and dynamic forces as well as both normal and lateral (shear and friction) forces. The main reason for the greater simplicity of the SFA 2000 is that it operates on one central simple-cantilever spring to generate both coarse and fine motions over a total range of seven orders of magnitude (from millimeters to ångstroms). In addition, the SFA 2000 is more spacious and modulated so that new attachments and extra parts can easily be fitted for performing more extended types of experiments (e.g. extended strain friction experiments and higher rate dynamic experiments) as well as traditionally non-SFA type experiments (e.g. scanning probe microscopy and atomic force microscopy) and for studying different types of systems.