Medical Components (United States)

<div class="section abstract"><div class="htmlview paragraph">This paper defines a control method for shift torque exchange stage and a torque distribution control method for speed regulation stage. In the torque exchange stage, the torque distribution problem of active and passive clutches considers the injection of sine curve for local correction, which can solve the fish belly problem of hydraulic response (i.e. the hydraulic response is slow at the beginning and the hydraulic response is fast at the end). In the speed regulation stage, the target speed gradient profile is determined according to different shift types. The determination of the target speed gradient profile integrates different driving modes, throttle, P2 energy and clutch temperature. In the speed regulation stage, the torque distribution control problem of the speed phase including which actuator (P1, engine, C0 clutch) is used preferentially for speed regulation. a) If the speed regulation torque assigned to the input shaft exceeds the input shaft intervention torque capacity, then the excess part is assigned to the clutch for speed regulation. b) If the speed regulation torque assigned to the input shaft is less than the input shaft intervention torque capacity and the speed regulation torque assigned to the input shaft is less than the motor 2 speed regulation torque intervention capacity, the speed regulation torque is assigned preferentially to P2 for lifting torque. The total P2 request torque for P2 is equal to the sum of the speed regulation torque intervention of P2 and the P2 torque requested by ECM because of the fast response and high precision of the motor. c) If the governing torque assigned to the input shaft is less than the input shaft intervention torque capability and the governing torque assigned to the input shaft is greater than the motor 2 governing torque intervention capability, the excess is assigned to the engine. The total engine requested torque is equal to the sum of the engine governing torque intervention and the engine torque requested by the ECM.</div></div>

<div class="section abstract"><div class="htmlview paragraph">The strategy for emission reduction in the P2.5 hybrid system involves the optimization of engine torque, engine speed, catalyst heat duration, and motor torque regulation in a coordinated manner. In addition to employing traditional engine control methods used in HEV models, unique approaches can be utilized to effectively manage emissions. The primary principle is to ensure that the engine operates predominantly under steady-state conditions or limits its load to regulate emissions levels. The main contributions of this paper are as follows: The first is the optimization of catalyst heating stage. During the catalyst heating stage, the system divides it into one or two stages. In the first stage, the vehicle is driven by the motor while keeping the engine idle. This approach stabilizes catalyst heating and prevents fluctuations in air-fuel ratio caused by speed and load changes that could potentially worsen emissions performance. The second stage corresponds to when the engine-driven vehicle heats up its catalyst. The second is the engine control optimization which includes the idle speed control, the minimum intake pressure controls and the oxygen storage capacity control. The third is the motor control optimization. Motor power or power generation can be employed to restrict or stabilize engine load within a certain range so as not to impact original emission levels due to load variations. Start-stop control may also be implemented during this stage but should avoid frequent start-stop cycles until during catalyst heating phase. To prevent emission deterioration caused by frequent start-stop events during the catalyst heating, the calibration of the power threshold in energy management module becomes necessary for minimizing subsequent restarts of the engine; thereby improving overall emissions performance. Experimental results demonstrate that implementing this emission management control approach reduces fuel consumption by 37.6% compared with the traditional vehicles.</div></div>

A high Bs nanocrystal alloy has been used for the teeth portion of the stator core of distributed winding IPM motors to improve their efficiency by expanding the area. In an amorphous metal, the efficiency decreases in the high torque region therefore the aim is to improve the efficiency. Accordingly, analysis studies and prototype evaluations were conducted to quantitatively understand the effect of improving the efficiency. Based on the results of the analysis, the effect of the magnetic properties of the high Bs nanocrystal alloy on the torque characteristics of the motor and the effect on the iron loss is clarified. The results reveal that the prototype motor for verification can improve the efficiency in all operating areas compared to the electrical steel sheet machine.

Chronic obstructive pulmonary disease is associated with progressive symptoms and increased treatment burden, especially at the end of life. However, most patients do not receive palliative care until late in their lives or discuss their end-of-life preferences with clinicians. This study explored clinicians' perspectives on the timing and nature of palliative care discussions. Qualitative interviews were conducted with 7 physicians and 7 nurses working in primary and secondary care settings. Data were analyzed using a thematic analysis. Participants advocated for early, gradual, and informed palliative and future care discussions, because these discussions were thought to be less traumatic and better accepted by patients. Despite this, patient- and clinician-related barriers severely affected clinicians' ability to start discussions at earlier stages. Participants felt many patients were not ready for these discussions and feared damaging hope if the subject was broached. Therefore, clinicians delayed discussions until patients approached the end of life. Stand-alone conversations about and near the end of life were described as current practice; however, clinicians believed these discussions reduced patients' hope and were potentially upsetting. Instead, individualized early, regular, and gradual discussions about immediate and long-term care plans were thought to be less negative and be better accepted.

3-D stacked CMOS transistors offer an opportunity to enable further standard cell and SRAM scaling, making them a promising transistor architecture to extend Moore's law. We review state-of-the-art approaches for achieving 3-D CMOS stacking. The sequential approach is highlighted by fabricating Ge PMOS stacked via layer transfer on top of Si NMOS, and self-aligned approach is demonstrated by simultaneously fabricated NMOS-on-PMOS multi-nanoribbon Si transistors. Both approaches showcase a well-balanced CMOS inverter built from transistors in top and bottom device layers.

<div class="section abstract"><div class="htmlview paragraph">The development of new components that have a structural commitment and still achieve mass reduction is becoming increasingly complex and sophisticated materials for production for the automotive market for commercial and passenger vehicles. To achieve this level of demand the use of composite materials such as carbon fiber, glass fiber or a compound of the two has become a reality, however the production rate was still considered a problem for medium volume parts (up to one hundred thousand parts per year). The work demonstrates the construction and simulation of a PoC (proof of concept) using these composites in a warm stamp process where the material a thermoset composite plate is preheated to the working temperature, then it is inserted in a tool preheated stamping, remaining closed for a few minutes where the material is consolidated and then the part is extracted already cured without the need for cooling, thus ensuring the projected production tackt compared to the autoclave curing process that can take hours. The PoC was designed with the aim of evaluating stamping conditions such as: spherical conformation, constant cross section and depth reduction, characteristics that are considered classic problems of the stamping process. Therefore, the work presents a viable proposal to produce items for the automotive market for commercial and passenger vehicles.</div></div>

We report on the design and development of a hyperscale integrated photonics eco-system platform developed to allow validation of micro-photonic devices in a data center environment. European research partners collaborated with Japanese PETRA spin-out AIO Core to demonstrate singlemode and multimode silicon photonic micro-transceivers.

Anion exchange membranes (AEMs) have the potential for use in electrochemical devices such as fuel cells, electrolyzers, and flow batteries. In order to compete with well-established perfluorosulfonic acid (PFSA) based proton exchange membranes (PEMs), AEMs will have to demonstrate high anion conductivity, excellent durability, and acceptable costs. We aim to apply the learnings gained from years of experience with PFSA ionomers to develop new, block copolymer, AEMs with these properties. The goal of this approach is to make multi-block copolymers containing polyethylene and cationic functional segments. The strategy is to start with a poly(1,4 butadiene-block-1,2 butadiene-block-1,4 butadiene) and selectively functionalize the 1,2 butadiene block to form a side-chain amine followed by hydrogenation of the 1,4 block to yield the polyethylene segment. In addition, penta-block structures that include styrene segments have been developed. In either case, the “soft-block” segments are functionalized while the “hard-block” segments are retained. The polyethylene backbone is expected to impart excellent mechanical properties and stability in high pH environments. Membranes fabricate with these techniques have been evaluated for conductivity, water uptake, mechanical properties, and stability to hydroxide ions.