Stochastic knock detection model for spark ignited engines

This report presents the development of a Stochastic Knock Detection (SKD) method for combustion knock detection in a spark-ignition engine using a model based design approach. Knock Signal Simulator (KSS) was developed as the plant model for the engine. The KSS as the plant model for the engine generates cycle-to-cycle accelerometer knock intensities following a stochastic approach with intensities that are generated using a Monte Carlo method from a lognormal distribution whose parameters have been predetermined from engine tests and dependent upon spark-timing, engine speed and load. The lognormal distribution has been shown to be a good approximation to the distribution of measured knock intensities over a range of engine conditions and spark-timings for multiple engines in previous studies. The SKD method is implemented in Knock Detection Module (KDM) which processes the knock intensities generated by KSS with a stochastic distribution estimation algorithm and outputs estimates of high and low knock intensity levels which characterize knock and reference level respectively. These estimates are then used to determine a knock factor which provides quantitative measure of knock level and can be used as a feedback signal to control engine knock. The knock factor is analyzed and compared with a traditional knock detection method to detect engine knock under various engine operating conditions. To verify the effectiveness of the SKD method, a knock controller was also developed and tested in a model-in-loop (MIL) system. The objective of the knock controller is to allow the engine to operate as close as possible to its border-line spark-timing without significant engine knock. The controller parameters were tuned to minimize the cycle-to-cycle variation in spark timing and the settling time of the controller in responding to step increase in spark advance resulting in the onset of engine knock. The simulation results showed that the combined system can be used adequately to model engine knock and evaluated knock control strategies for a wide range of engine operating conditions.

Parametric combustion modeling for ethanol-gasoline fuelled spark ignition engines

Ethanol-gasoline fuel blends are increasingly being used in spark ignition (SI) engines due to continued growth in renewable fuels as part of a growing renewable portfolio standard (RPS). This leads to the need for a simple and accurate ethanol-gasoline blends combustion model that is applicable to one-dimensional engine simulation. A parametric combustion model has been developed, integrated into an engine simulation tool, and validated using SI engine experimental data. The parametric combustion model was built inside a user compound in GT-Power. In this model, selected burn durations were computed using correlations as functions of physically based non-dimensional groups that have been developed using the experimental engine database over a wide range of ethanol-gasoline blends, engine geometries, and operating conditions. A coefficient of variance (COV) of gross indicated mean effective pressure (IMEP) correlation was also added to the parametric combustion model. This correlation enables the cycle combustion variation modeling as a function of engine geometry and operating conditions. The computed burn durations were then used to fit single and double Wiebe functions. The single-Wiebe parametric combustion compound used the least squares method to compute the single-Wiebe parameters, while the double-Wiebe parametric combustion compound used an analytical solution to compute the double-Wiebe parameters. These compounds were then integrated into the engine model in GT-Power through the multi-Wiebe combustion template in which the values of Wiebe parameters (single-Wiebe or double-Wiebe) were sensed via RLT-dependence. The parametric combustion models were validated by overlaying the simulated pressure trace from GT-Power on to experimentally measured pressure traces. A thermodynamic engine model was also developed to study the effect of fuel blends, engine geometries and operating conditions on both the burn durations and COV of gross IMEP simulation results.

Cylinder wall waste heat recovery from liquid-cooled internal combustion engines utilizing thermoelectric generators

This report is a dissertation proposal that focuses on the energy balance within an internal combustion engine with a unique coolant-based waste heat recovery system. It has been predicted by the U.S. Energy Information Administration that the transportation sector in the United States will consume approximately 15 million barrels per day in liquid fuels by the year 2025. The proposed coolant-based waste heat recovery technique has the potential to reduce the yearly usage of those liquid fuels by nearly 50 million barrels by only recovering even a modest 1% of the wasted energy within the coolant system. The proposed waste heat recovery technique implements thermoelectric generators on the outside cylinder walls of an internal combustion engine. For this research, one outside cylinder wall of a twin cylinder 26 horsepower water-cooled gasoline engine will be implemented with a thermoelectric generator surrogate material. The vertical location of these TEG surrogates along the water jacket will be varied along with the TEG surrogate thermal conductivity. The aim of this proposed dissertation is to attain empirical evidence of the impact, including energy distribution and cylinder wall temperatures, of installing TEGs in the water jacket area. The results can be used for future research on larger engines and will also assist with proper TEG selection to maximize energy recovery efficiencies.

EXHAUST EMISSIONS OF LOW LEVEL BLEND ALCOHOL FUELS FROM TWO-STROKE AND FOUR-STROKE MARINE ENGINES

The U.S. Renewable Fuel Standard mandates that by 2022, 36 billion gallons of renewable fuels must be produced on a yearly basis. Ethanol production is capped at 15 billion gallons, meaning 21 billion gallons must come from different alternative fuel sources. A viable alternative to reach the remainder of this mandate is iso-butanol. Unlike ethanol, iso-butanol does not phase separate when mixed with water, meaning it can be transported using traditional pipeline methods. Iso-butanol also has a lower oxygen content by mass, meaning it can displace more petroleum while maintaining the same oxygen concentration in the fuel blend. This research focused on studying the effects of low level alcohol fuels on marine engine emissions to assess the possibility of using iso-butanol as a replacement for ethanol. Three marine engines were used in this study, representing a wide range of what is currently in service in the United States. Two four-stroke engine and one two-stroke engine powered boats were tested in the tributaries of the Chesapeake Bay, near Annapolis, Maryland over the course of two rounds of weeklong testing in May and September. The engines were tested using a standard test cycle and emissions were sampled using constant volume sampling techniques. Specific emissions for two-stroke and four-stroke engines were compared to the baseline indolene tests. Because of the nature of the field testing, limited engine parameters were recorded. Therefore, the engine parameters analyzed aside from emissions were the operating relative air-to-fuel ratio and engine speed. Emissions trends from the baseline test to each alcohol fuel for the four-stroke engines were consistent, when analyzing a single round of testing. The same trends were not consistent when comparing separate rounds because of uncontrolled weather conditions and because the four-stroke engines operate without fuel control feedback during full load conditions. Emissions trends from the baseline test to each alcohol fuel for the two-stroke engine were consistent for all rounds of testing. This is due to the fact the engine operates open-loop, and does not provide fueling compensation when fuel composition changes. Changes in emissions with respect to the baseline for iso-butanol were consistent with changes for ethanol. It was determined iso-butanol would make a viable replacement for ethanol.

Neer Award 2007: Reversion of structural muscle changes caused by chronic rotator cuff tears using continuous musculotendinous traction. An experimental study in sheep

HYPOTHESIS: Chronic rotator cuff tears are associated with irreversible architectural muscle changes and a high rate of repair failure. The changes observed in man and their irreversibility with a single stage repair can be reproduced in sheep. It was the purpose of this experiment to test the hypothesis that slow, continuous elongation of a retracted musculotendinous unit allows reversal of the currently irreversible structural muscle changes. MATERIALS AND METHODS: The infraspinatus tendon of 12 sheep was released using a greater tuberosity osteotomy and allowed to retract for 4 months. Then, a new device was mounted on the scapular spine and used to extend the infraspinatus muscuculotendinous unit transcutaneously by 1 mm per day. Thereafter, the tendon was repaired back to the greater tuberosity. We assessed the muscular architecture using magnetic resonance imaging, macroscopic dissection, histology, and electron microscopy. Fatty infiltration (in Hounsfield units 1/4 HU) and muscular cross-sectional area (in % of the control side) were monitored with computed tomography at tendon release, initiation of elongation, repair, and at sacrifice. RESULTS: Sixteen weeks after tendon release, the mean tendon retraction was 29 +/- 6 mm (14% of original length, P = .008). In 8 sheep, elongation was achieved as planned (group I), but in 4, the elongation failed technically (group II). The mean traction time was 24 +/- 6 days with a mean traction distance of 19 +/- 4 mm. At sacrifice, the mean pennation angle in the infraspinatus of group I was not different from the control side (29.8 degrees +/-7.5 degrees vs. 30 degrees +/-6 degrees , P = .575). In group II, the pennation angle had increased from 30 degrees +/-6 degrees to 55 degrees +/-14 degrees (P = .035). There was no fatty infiltration at the time of tendon release. After retraction, there was a significant increase in fatty infiltration of the infraspinatus muscle and a decrease of its cross-sectional area to 57% of the contralateral side (P = .0001). During traction, the degree of fatty infiltration remained unchanged (36 HU to 38 HU, P = .381), and atrophy improved to a muscle square area of 78% of the contralateral side (P = .0001) in group I. In group II, an increase of fatty infiltration was measured from 36 HU to 28 HU; however, this increase was not significant (P = .144). Atrophy did not change in group II (57-55%, P = .946). At sacrifice, the remaining muscle mass was 64% in group I and 46% in group II (P = .019). DISCUSSION: Our preliminary results document, that continuous elongation of a retracted, fatty infiltrated and atrophied musculotendinous unit is technically feasible. CONCLUSION: In the sheep, continuous elongation can lead to restoration of normal muscle architecture, to partial reversal of muscle atrophy, and to arrest of the progression of fatty infiltration. LEVEL OF EVIDENCE: Basic science level 2; Prospective comparative therapeutic study.

Energy and weight reduction in hoisting systems with magnetic traction sheaves

At the Chair of Logistics Engineering, TU Dresden, a particular focus is research and development of magnetic traction sheaves. Therein the main fundamentals of these special sheaves are determined for applications in different fields such as elevators, several kinds of winches, hoists and cranes. In the current research project “energy balance of magnetic traction sheaves”, the dynamic behaviour of systems with magnetic traction sheaves was investigated. The research focused on theoretical and practical examinations of energy balance. Moreover, a new approach for dimensioning magnetic traction sheave systems is presented. It is a project of the Research Foundation Intralogistics / Material Handling and Logistics (IFL), which is funded through the AiF under the program of Industrial Collective Research for SMEs (IGF) by the Federal Ministry of Economics and Technology (BMWi).

A comparison of apical root resorption after orthodontic treatment with surgical exposure and traction of maxillary impacted canines versus that without impactions.

SUMMARY BACKGROUND/OBJECTIVES Orthodontic management of maxillary canine impaction (MCI), including forced eruption, may result in significant root resorption; however, the association between MCI and orthodontically induced root resorption (OIRR) is not yet sufficiently established. The purpose of this retrospective cohort study was to comparatively evaluate the severity of OIRR of maxillary incisors in orthodontically treated patients with MCI. Additionally, impaction characteristics were associated with OIRR severity. SUBJECTS AND METHODS The sample comprised 48 patients undergoing fixed-appliance treatment-24 with unilateral/bilateral MCI and 24 matched controls without impaction. OIRR was calculated using pre- and post-operative panoramic tomograms. The orientation of eruption path, height, sector location, and follicle/tooth ratio of the impacted canine were also recorded. Mann-Whitney U-test and univariate and multivariate linear mixed models were used to test for the associations of interest. RESULTS Maxillary central left incisor underwent more OIRR in the impaction group (mean difference = 0.58mm, P = 0.04). Overall, the impaction group had 0.38mm more OIRR compared to the control (95% confidence interval, CI: 0.03, 0.74; P = 0.04). However, multivariate analysis demonstrated no difference in the amount of OIRR between impaction and non-impaction groups overall. A positive association between OIRR and initial root length was observed (95% CI: 0.08, 0.27; P < 0.001). The severity of canine impaction was not found to be a significant predictor of OIRR. LIMITATIONS This study was a retrospective study and used panoramic tomograms for OIRR measurements. CONCLUSIONS This study indicates that MCI is a weak OIRR predictor. Interpretation of the results needs caution due to the observational nature of the present study.

A Three Dimensional Analysis of Extraoral Traction Appliances

Submitted in partial fulfillment of the requirements for a Certificate in Orthodontics, Dept. of Orthodontics, University of Connecticut Health Center, 1978

Ball Response and Traction of Skinned Infields Amended with Calcine Clay at Varying Soil Moisture Contents

The skinned portions of baseball and softball infields vary widely with respect to soil texture, applied amendments and conditioners, and water management. No studies have been reported that quantify the effects of these varying construction and maintenance practices on the playability of the skinned portions of infields. In Connecticut, USA, skinned infield plots were constructed from five different soils (silt loam, loam, coarse sandy loam, loamy sand, loamy coarse sand) and amended with four rates of calcined clay (0, 4.9, 9.8, 19.6 kg m–2) to determine the effects on surface hardness, traction, and ball-to-surface friction (static and dynamic) at varying soil moisture contents (10, 14, and 18%). Bulk density, saturated hydraulic conductivity, and shear strength of the different soil–calcined clay rate combinations were determined. Increasing the rate of calcined clay decreased bulk density and shear strengths, and increased saturated hydraulic conductivity. Surface hardness increased more with coarse-textured soils and increasing calcined clay rate, but decreased more with fine-textured soils and increasing soil moisture. Increasing the calcined clay rate resulted in decreases in ball-to-surface static friction across all soils and decreased dynamic friction with the fine-textured soils. Increases in soil moisture increased friction in all soils. The fine-textured soils had greater traction than the sandy soils, but no consistent calcined clay or moisture effects on traction were observed. Shear strength of the soils was highly correlated with traction and friction. The results suggest that differences in skinned infield soils are quantifiable, which could lead to the development of playing surface standards.

Tractor PT: A traction prediction software for agricultural tractor

Traction prediction modelling, a key factor in farm tractor design, has been driven by the need to find the answer to this question without having to build physical prototypes. A wide range of theories and their respective algorithms can be used in such predictions. The “Tractors and Tillage” research team at the Polytechnic University of Madrid, which engages, among others, in traction prediction for farm tractors, has developed a series of programs based on the cone index as the parameter representative of the terrain. With the software introduced in the present paper, written in Visual Basic, slip can be predicted in two- and four-wheel drive tractors using any one of four models. It includes databases for tractors, front tyres, rear tyres and working conditions (soil cone index and drawbar pull exerted). The results can be exported in spreadsheet format.

Benchmarking federated SPARQL query engines: Are existing testbeds enough?

Testbeds proposed so far to evaluate, compare, and eventually improve SPARQL query federation systems have still some limitations. Some variables and con�gurations that may have an impact on the behavior of these systems (e.g., network latency, data partitioning and query properties) are not su�ciently de�ned; this a�ects the results and repeatability of independent evaluation studies, and hence the insights that can be obtained from them. In this paper we evaluate FedBench, the most comprehensive testbed up to now, and empirically probe the need of considering additional dimensions and variables. The evaluation has been conducted on three SPARQL query federation systems, and the analysis of these results has allowed to uncover properties of these systems that would normally be hidden with the original testbeds.