The feasibility of a sustainable energy, driver-only electric commuter vehicle for New Zealand

This paper investigates whether low technology driver-only, battery electric commuter vehicles are feasible for New Zealand. Personal passenger transport faces several challenges in the coming decades: depletion of cheap oil reserves, increasing congestion, localised pollution, the need for reduced carbon emissions and the long term goal of sustainability. One way of solving some of these problems could be to introduce low cost, comfortable, energy efficient, driver-only electric vehicles. These would still give the driver a weatherproof, safe and comfortable means of commuting, but at a fraction of the energy and running costs of conventional petrol/diesel cars. To help assess their viability, the performance and energy use of the E-POD electric commuter vehicle is used as a benchmark. The work shows that such a vehicle could be made cheaply, using readily available technology with a range of 180km and a top speed of over 90km/h. The chassis could be made from natural fibre composite materials that might reduce significantly the embedded energy required for its manufacture. The electricity taken from the grid to charge the batteries could be replaced by electricity generated from grid connected photovoltaic panels mounted on the garage roof of the vehicle owner.

Control and charge management of a grid-connected photovoltaic system with plug-in hybrid vehicle as energy storage

This paper presents the control and charge management strategy of a photovoltaic system (PV) with plug-in hybrid electric vehicle (PHEV) as energy storage. The hybrid energy storage system (HESS) of PHEV consists of battery and supercapacitor. A simulation model for the PV system with PHEV energy storage has been developed using Matlab/SimpowerSystems. The system consists of PV arrays, SEPIC dc-dc converter with maximum power point tracking (MPPT), hybrid battery-supercapacitor energy storage with bidirectional dc-dc converter and inverter for grid connection. A charge management algorithm for the hybrid energy storage system is proposed to control the power flows among the PV system, energy storage and the grid. Results show that the proposed power management algorithm can control the power flows in an efficient manner.

Connected but not online: a snapshot of generation Y in Australia

Much has been written in the United States about Generation Y and it adoption of, and attitudes towards, media and digital communication technologies.  But relatively little is known about this generation's attitudes to these things in Australia.  This paper provides a snapshot of media and technology use by year 2 and 3 public relations and journalism majors at Deakin University in Australia.  It is based on a survey conducted in March 2006 at the university's Waurn Ponds campus in Victoria.  Because of the nature of the sample, it should be noted that this is a snapshot of one group of students.  It is not possible to extrapolate these findings to other groups in other states or countries around the world.  That is the role of further research.  This survey does provide a revealing snapshot of one group of students at one place in time.  All of the students studied have a mobile phone and all have fast access to the Internet at university.  Almost all have access to the Internet at home (two thirds via broadband).  But they spend far less time on the Internet compared with their counterparts in the United States.  Almost all are avid consumers of broadcast news.  They prefer the print forms of books and magazines.  Yet they appear to be indifferent to the form of the newspaper they consume - print or online are equally acceptable.

Design and analysis of hull configurations for a low-cost, autonomous underwater robot as an enabling technology for system of system applications

The objective of this research is to model and analyze candidate hull configurations for a low-cost, modular, autonomous underwater robot. As the computational power and speed of microprocessors continue to progress, we are seeing a growth in the research, development, and the utilization of underwater robots. The number of applications is broadening in the R&D and science communities, especially in the area of multiple, collaborative robots. These underwater collaborative robots represent an instantiation of a System of Systems (SoS). While each new researcher explores a unique application, control method, etc. a new underwater robot vehicle is designed, developed, and deployed. This sometimes leads to one-off designs that are costly. One limit to the wide-scale utilization of underwater robotics is the cost of development. Another limit is the ability to modify the configuration for new applications and evolving requirements. Consequently, we are exploring autonomous underwater vehicle (AUV) hull designs towards the goal of modularity, vehicle dexterity, and minimizing the cost. In our analysis, we have employed 3D solid modeling tools and finite element methods. In this paper we present our initial results and discuss ongoing work.

3D virtual haptic cone for intuitive vehicle motion control

Haptic technology provides the ability for a system to recreate the sense of touch to a human operator, and as such offers wide reaching advantages. The ability to interact with the human's tactual modality introduces haptic human-machine interaction to replace or augment existing mediums such as visual and audible information. A distinct advantage of haptic human-machine interaction is the intrinsic bilateral nature, where information can be communicated in both directions simultaneously. This paper investigates the bilateral nature of the haptic interface in controlling the motion of a remote (or virtual) vehicle and presents the ability to provide an additional dimension of haptic information to the user over existing approaches [1-4]. The 3D virtual haptic cone offers the ability to not only provide the user with relevant haptic augmentation pertaining to the task at hand, as do existing approaches, however, to also simultaneously provide an intuitive indication of the current velocities being commanded.

Vehicle design for minimum societal harm

A design technique was developed to provide the best protection to all occupants in the real-world crashes that occur on Australian roads. A team of experts from around the world was marshalled to analyse crash data, develop new information on impact injury and a new computer optimising technique for simulation of side impact crashes.

The equipping inclusion studies : assistive technology use and outcomes in Victoria ; key findings and policy implications, study 1 - the equipment study, study 2 - the economic study

Approximately one in five of the Australian population lives with disability (AIHW 2006a; ABS 2003). Of these, almost 1.9 million rely on assistive technologies to live independently (Hobbs, Close, Downing, Reynolds & Walker 2009).

Assistive Technology (AT) is defined as,

‘any device, system or design, whether acquired commercially or off the shelf, modified or customised, that allows an individual to perform a task that they would otherwise be unable to do, or increase the ease and safety with which a task can be performed’ (Independent Living Centres Australia n.d).

‘Assistive Technology solutions’ have been defined as entailing a combination of devices (aids and equipment), environmental modifications (both in the home and outside of it), and personal care (paid and unpaid) (Assistive Technology Collaboration n.d).

Despite a large number of Australians relying on AT, there is little data available about life for these Australians, the extent of AT use, or unmet need for AT. Existing research in Australia suggests that aids and equipment provision in Australia is ‘fragmented’ across a plethora of government and non government programs (AIHW 2006a:35). In Victoria, one of the prime sources of government funding for AT is the Victorian Aids and Equipment Program (VAEP) which is a subsidy program for the purchase of aids and equipment, home and vehicle modifications for people with permanent or long term disability. Recent research suggests that waiting times for accessing equipment through the VAEP are high, as is the cost burden to applicants (Wilson, Wong & Goodridge 2006). In addition, there appears to be a substantial level of unmet need (KPMG 2007).

Additionally, there is a paucity of literature around the economic evaluation of AT interventions and solution packages, resulting in little evidence of their cost-effectiveness credentials.

The equipping inclusion studies : assistive technology use and outcomes in Victoria ; key findings and policy recommendations

Approximately one in five of the Australian population lives with disability (AIHW 2006a; ABS 2003). Of these, almost 1.9 million rely on assistive technologies to live independently (Hobbs, Close, Downing, Reynolds & Walker 2009).

Assistive Technology (AT) is defined as,

‘any device, system or design, whether acquired commercially or off the shelf, modified or customised, that allows an individual to perform a task that they would otherwise be unable to do, or increase the ease and safety with which a task can be performed’ (Independent Living Centres Australia n.d).

‘Assistive Technology solutions’ have been defined as entailing a combination of devices (aids and equipment), environmental modifications (both in the home and outside of it), and personal care (paid and unpaid) (Assistive Technology Collaboration n.d).

Despite a large number of Australians relying on AT, there is little data available about life for these Australians, the extent of AT use, or unmet need for AT. Existing research in Australia suggests that aids and equipment provision in Australia is ‘fragmented’ across a plethora of government and non government programs (AIHW 2006a:35). In Victoria, one of the prime sources of government funding for AT is the Victorian Aids and Equipment Program (VAEP) which is a subsidy program for the purchase of aids and equipment, home and vehicle modifications for people with permanent or long term disability. Recent research suggests that waiting times for accessing equipment through the VAEP are high, as is the cost burden to applicants (Wilson, Wong & Goodridge 2006). In addition, there appears to be a substantial level of unmet need (KPMG 2007).

Additionally, there is a paucity of literature around the economic evaluation of AT interventions and solution packages, resulting in little evidence of their cost-effectiveness credentials.

Pneumatic vehicle

A pneumatic vehicle is provided with a first sub-assembly with a chassis, part of the vehicle body, a pair of B-pillars, a pair of rear rails, wheels, an elongate aluminum compressed load bearing air tank oriented longitudinally in the chassis, side panels connected to the tank and the wheels, a heat exchanger to heat the compressed air, and an air motor driven by the heated, compressed air and connected to a wheel. A ventilation system has a restrictive solenoid valve for directing air to the heat exchanger. The air tank is provided with a carbon filament reinforced plastic layer, and a fiberglass and aramid-fiber layer. A second sub-assembly includes part of the vehicle body bonded to the first-sub-assembly using a structural adhesive, a pair of A-pillars, and a pair of roof rails. Seating includes inflatable components for adjustment.

CHASSIS FOR PNEUMATIC VEHICLE

A pneumatic vehicle is provided with a first sub-assembly with a chassis, part of the vehicle body, a pair of B-pillars, a pair of rear rails, wheels, an elongate aluminum compressed load bearing air tank oriented longitudinally in the chassis, side panels connected to the tank and the wheels, a heat exchanger to heat the compressed air, and an air motor driven by the heated, compressed air and connected to a wheel. A ventilation system has a restrictive solenoid valve for directing air to the heat exchanger. The air tank is provided with a carbon filament reinforced plastic layer, and a fiberglass and aramid-fiber layer. A second sub-assembly includes part of the vehicle body bonded to the first-sub-assembly using a structural adhesive, a pair of A-pillars, and a pair of roof rails. Seating includes inflatable components for adjustment.

PNEUMATIC POWERTRAIN FOR AN AUTOMOTIVE VEHICLE

A pneumatic vehicle is provided with a chassis, wheels, a compressed air tank, a heat exchanger to heat the compressed air, and an air motor driven by the heated air and connected to at least one wheel. A pneumatic vehicle is provided with a chassis, wheels, a compressed air tank, and an air motor driven by the compressed air and connected to a wheel. The vehicle also has a ventilation system for the passenger compartment, a heat exchanger, and a restrictive solenoid valve for directing ventilation system air to the heat exchanger. A pneumatic vehicle is provided with a chassis, wheels, an aluminum compressed air tank, a carbon filament reinforced plastic layer over the tank, a fiberglass and aramid-fiber layer over the carbon filament reinforced plastic layer, and an air motor driven by the compressed air and connected to at least one wheel.

PNEUMATIC VEHICLE

A pneumatic vehicle is provided with a first sub- assembly with a chassis, part of the vehicle body, a pair of B-pillars, a pair of rear rails, wheels, an elongate aluminum compressed load bearing air tank oriented longitudinally in the chassis, side panels connected to the tank and the wheels, a heat exchanger to heat the compressed air, and an air motor driven by the heated, compressed air and connected to a wheel. A ventilation system has a restrictive solenoid valve for directing air to the heat exchanger. The air tank is provided with a carbon filament reinforced plastic layer, and a fiberglass and aramid-fiber layer. A second sub-assembly includes part of the vehicle body bonded to the first-sub-assembly using a structural adhesive, a pair of A-pillars, and a pair of roof rails. Seating includes inflatable components for adjustment.

Bearing e.g. connecting rod bearing, mounting method for reciprocating piston engine of motor vehicle, involves fixedly connecting bearing housing parts by welding process, where welding of parts is performed in defined external region

The method involves dividing a bearing housing into bearing housing parts (4A, 4B) by fracture-splitting. Bearing half-shells (5) are inserted into the parts. The parts are combined to a bearing that encloses a shaft, and are fixedly connected with each other by a welding process such as resistance welding, ultrasonic welding or cold pressure welding process. The welding of the parts is performed in a defined external region. An insulation material is applied between the half-shells and/or the shaft and the housing parts before welding. The parts are pressed on each other during welding.

Blending student technology experiences in formal and informal learning

In this article, we discuss the importance of recognizing students' technology-enhanced informal learning experiences and develop pedagogies to connect students' formal and informal learning experiences, in order to meet the demands of the knowledge society. The Mobile-Blended Collaborative Learning model is proposed as a framework to bridge the gap between formal and informal learning and blend them together to form a portable, flexible, collaborative and creative learning environment. Using this model, three categories of mobile application tools, namely tools for collaboration, tools for coordination and tools for communication, have been identified as pertinent in blending formal and informal learning, and they can be connected seamlessly to provide an effective learning mechanism to support the learning process.

Occupational light vehicle-use: a research driven strategy to improve surveillance and inform policy

Background: Occupational light vehicles (OLV) are light passenger and loadshaped vehicles used for work. The OLV-associated injury burden is as great as that of heavy vehicle users, but has been largely ignored by occupational health and safety (OHS) regulators. Contingent employment growth has accentuated existing gaps in the policy framework between OHS and road-safety. Frequent burden shifting from OHS to road-related health systems undermines the evidence base necessary to inform policy development. Aims: To provide evidence-based recommendations for the collection of OLVuser surveillance data and to underpin OHS procedures and policies for OLVusers. Method: The literature was systematically analyzed to identify OLV-user OHS policy and practice gaps. Strategies to improve and co-ordinate surveillance systems were developed to address the identified limitations. Results: Gaps were identified in OLV-user legislation, data collection, and riskmanagement. These require strategies to improve identification of all OLV-users and to co-ordinate surveillance and OHS practice. Discussion: Contemporary reform of road and OHS, policy, provides a timely opportunity for the implementation of strategic responses to this serious road safety and occupational, public health problem.