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.

BODY FOR PNEUMATIC VEHICLE

A pneumatic vehicle is provided with a first and second sub-assembly. The first sub-assembly has a chassis supporting an air tank. The second sub-assembly has part of the vehicle body and is bonded to the first-sub-assembly using a structural adhesive. Another pneumatic vehicle is provided with a first and second sub-assembly. The first sub-assembly has a chassis, air tank, part of the vehicle body, a pair of B-pillars, and a pair of rear rails. The second sub-assembly has a part of the vehicle body, a pair of A-pillars, and a pair of roof rails. A vehicle seat is provided with a seat base and upright seat back providing a seating area. A bladder located in the central region of the seating area inflates to provide two bucket seats, and deflates to provide a bench seat. The vehicle seat also has inflatable inserts to provide cushioning.

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.

Body for pneumatic vehicle

A pneumatic vehicle is provided with a first and second sub-assembly. The first sub-assembly has a chassis supporting an air tank. The second sub-assembly has part of the vehicle body and is bonded to the first-sub-assembly using a structural adhesive. Another pneumatic vehicle is provided with a first and second sub-assembly. The first sub-assembly has a chassis, air tank, part of the vehicle body, a pair of B-pillars, and a pair of rear rails. The second sub-assembly has a part of the vehicle body, a pair of A-pillars, and a pair of roof rails. A vehicle seat is provided with a seat base and upright seat back providing a seating area. A bladder located in the central region of the seating area inflates to provide two bucket seats, and deflates to provide a bench seat. The vehicle seat also has inflatable inserts to provide cushioning.

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.

Extending light-weighting and mass-production of ultra high strength steels via condition-based maintenance

The use of ultra high strength steels (UHSS) in the automotive industry presents a significant opportunity for continued vehicle light-weighting, due to possible strength-to-weight improvements of three to four times that of conventional sheet steel grades. This performance benefit is achievable whist maintaining most of the advantages of low-cost mass-production associated with the cold stamping of sheet steel for automotive body components. However, the introduction of UHSS can result in significantly increased wear of the stamping tools, which is difficult to predict at the design stage and can lead to unexpected process failure during mass-production. Therefore, there is a need to be able to monitor and predict the onset of severe wear, such that the best course of condition-based maintenance can be scheduled and unscheduled stoppages due to tool wear eradicated. This paper describes a novel active monitoring system that is being developed by researchers at Deakin University, The Australian National University and Ford Motor Company, Asia Pacific and Africa. The aim of the active monitoring system is to detect the initial onset of a change of state, such as wear, through the measurement of variables such as punch force and audio signals. A semi-industrial stamping process, using a progressive die setup and high strength steel sheet with hardened tool steel tooling, is the experimental basis for the initial model and system development.

A physical based modeling approach for the dynamic behavior of ultrafine grained structures

This paper discusses some experimental results on the influence of grain refinement on the final mechanical properties of IF and microalloyed steels designed for auto-body components. It shows also some modeling approaches to understanding the dynamic behavior of fine-rained materials. The Zerilli–Armstrong (Z–A) and Khan–Huang–Liang (KHL) models for studied steels were implemented into FEM code in order to simulate the dynamic compression tests with different strain rates.

Using omeprazole to link the components of the post-prandial alkaline tide in the spiny dogfish, Squalus acanthias

After a meal, dogfish exhibit a metabolic alkalosis in the bloodstream and a marked excretion of basic equivalents across the gills to the external seawater. We used the H⁺, K⁺-ATPase pump inhibitor omeprazole to determine whether these post-prandial alkaline tide events were linked to secretion of H⁺ (accompanied by Cl^–) in the stomach. Sharks were fitted with indwelling stomach tubes for pretreatment with omeprazole (five doses of 5mg omeprazole per kilogram over 48 h) or comparable volumes of vehicle (saline containing 2% DMSO) and for sampling of gastric chyme. Fish were then fed an involuntary meal by means of the stomach tube consisting of minced flatfish muscle (2% of body mass) suspended in saline (4% of body mass total volume). Omeprazole pretreatment delayed the post-prandial acidification of the gastric chyme, slowed the rise in Cl^– concentration of the chyme and altered the patterns of other ions, indicating inhibition of H⁺ and accompanying Cl^– secretion. Omeprazole also greatly attenuated the rise in arterial pH and bicarbonate concentrations and reduced the net excretion of basic equivalents to the water by 56% over 48h. Arterial blood CO₂ pressure and plasma ions were not substantially altered. These results indicate that elevated gastric H⁺ secretion (as HCl) in the digestive process is the major cause of the systemic metabolic alkalosis and the accompanying rise in base excretion across the gills that constitute the alkaline tide in the dogfish.

Assessing body condition and energy budget components by scoring abdominal profiles in free-ranging pink-footed geese Anser brachyrhynchus

An abdominal profile index (API) was developed for pink-footed geese Anser brachyrhynchus as a measure of body condition. On basis of carcass analysis of 56 adult geese with known API prior to collection, we found significant linear relationships between API against body mass, abdominal fat and total energy content. Hence, changes in API reflect net energy intake rates. As an example of the applicability of the calibration, we compared APIs of individually marked geese before and after long migration episodes and estimated the cost of flight at 8.9 kJ/km. In addition we estimated gain rates at three major staging sites along the spring flyway indicating an increase in fueling rates with latitude. Calibration of APIs and energy contents offers new opportunities for field studies of waterfowl energetics.

A culturally appropriate diet and lifestyle intervention can successfully treat the components of metabolic syndrome in female Pakistani immigrants residing in Melbourne, Australia

This study was designed to test the effectiveness of a culturally appropriate diet and lifestyle intervention to treat metabolic syndrome in female Pakistani immigrants residing in Melbourne, Australia. Forty Pakistani women with metabolic syndrome (aged 20-50 years) completed a 12-week culturally appropriate diet and exercise program. Results indicate that, before intervention, participants were sedentary, taking 4000 ± 22.6 steps per day, and had an obese-classified body mass index (BMI) of 29.2 ± 0.46 kg/m2 (BMI was categorized in accordance with guidelines specifically designed for Asians) and high waist circumference of 132 ± 25.95 cm. Participants were hypertensive (systolic, 135 ± 1.3 mm Hg; diastolic, 86 ± 0.68 mm Hg), were dyslipidemic (total cholesterol, 6.8 ± 0.15 mmol/L; triglycerides, 2.9 ± 0.09 mmol/L), and had elevated blood glucose (6.4 ± 0.33 mmol/L) and fasting blood insulin (45 ± 6.3 μU/mL) levels. After the 12-week culturally appropriate intervention, activity increased (8600 ± 596.7 steps per day, P < .05); and BMI (27.8 ± 0.45 kg/m2), blood pressure (systolic, 125 ± 1.4 mm Hg; diastolic, 80 ± 0.6 mm Hg), cholesterol (5.5 ± 0.1 mmol/L), blood glucose (5.9 ± 0.33 mmol/L), and blood insulin (24.14 ± 1.8 μU/mL) levels were all significantly reduced (P < .05). This study revealed that the Pakistani female migrants who had metabolic syndrome and its components can successfully be treated via a culturally appropriate diet and lifestyle intervention. The success of the current program raises the possibility that other high-risk ethnic groups can also be treated with a culturally appropriate program.

Determination of human body composition

This thesis deals with two electrical methods designed to enable rapid, safe and noninvasive measurement of body composition, both for clinical and community use. The first section provides a review of the literature related to measurement of body composition in humans and outlines the approach of the research project. The second section deals with established methods of determining body composition, the two most important being hydrostatic densitometry and deuterium oxide dilution. In this part of the report, a novel method for measuring lung volume by hydrogen dilution at the time of underwater weighing is described. The main findings of the thesis are contained in the third section which deals with the assessment of body opposition by electrical means. There are two components to this part of the study. The first involved the testing of a commercially available bioelectric impedance analyser (BIA) which measures impedance to a flow of current through the body. Studies on the reproducibility and reliability of measurements were performed. Results showed the importance of correct electrode placement and revealed that subjects can consume a light meal and a drink before being measured with the BIA without adversely affecting impedance readings. Results suggested, however, that subjects empty their bladders before measurements are made. Strong correlations were found between height 2/ resistance and measurements of total body water (r = 0.839) and fat-free weight derived from densitometry (r = 0.821), Moderate correlations (r = 0.6 to 0.7) were also found when height /resistance was related to fat-free weight derived from anthropometric measurements. The second and major consonant of the third section deals with the development of a method based on the absorption of energy from a weak electromagnetic field established in a capacitor or chamber large enough to accommodate an adult human subject. The method involves measurement of the effect of the body on the electromagnetic field, and is based on differential absorption of energy by body fat and fat-free tissues. Regression equations were developed for predicting the weight of fat and fat-free tissue in the body from measurement of electromagnetic field effects in a test capacitor and in a resonating chamber. The test capacitor comprised a large aluminum cylinder with a copper rod as a central conductor. The following equation was derived for the relationship of fat-free weight (FEW) based on body density, with measurements of change in resonant frequency (ΔfR), height (H) and weight (W) : FFW = -4.39 + 0.690 W + 19.9 H + 37.6 ΔfR In a study of 17 subjects, a value of 0.891 was found for R2, and S.E.E. was 1.63. The resonating chamber consisted of a large enclosed aluminium cylinder with a copper rod as a central conductor. The following equation was derived for the relationship of fat weight (FW) based on the mean of estimates from body density and total body water, with measurements of change in signal attenuation (ΔA), change in resonant frequency (ΔfR), and height (H) and weight (W) : FW = 73.48 + 0.291 (W/√(ΔA) - 49.2 H - 0.53 ΔfR In a study of 27 subjects, a value of 0.956 was found for R2, and S.E.E. was 1.97. In these equations, variables were measured in the following units : FEW, FW and W (kg), ΔfR (MHz) and H (m).