bluuebunny/crossref_metadata_2025 huggingface dataset:
The moist static energy budget in NCAR CAM5 hindcasts during DYNAMO
Authors: Hannah Walter M. , Maloney Eric D.
Published: April 2014

The Dynamics of the MJO (DYNAMO) field campaign took place in the Indian Ocean during boreal fall and winter of 2011–2012 to collect observations of Madden‐Julian Oscillation (MJO) initiation. Hindcast experiments are conducted with an atmospheric general circulation model with varying values of a dilute CAPE entrainment rate parameter for the first two MJO events of DYNAMO from 1 October 2011 to 15 December 2011. Higher entrainment rates better reproduce MJO precipitation and zonal wind, with RMM skill up to 20 days. Simulations with lower entrainment rapidly diverge from observations with no coherent MJO convective signal after 5 days, and no MJO predictive skill beyond 12 days. Analysis of the tropical Indian Ocean column moist static energy (MSE) budget reveals that the simulations with superior MJO performance exhibit a mean positive MSE tendency by vertical advection; inconsistent with reanalysis that indicates a weak negative tendency. All simulations have weaker mean MSE source tendency and significantly weaker cloud‐radiative feedbacks. The vertical gross moist stability (VGMS) is used to interpret these MSE budget results in a normalized framework relevant to moisture mode theory. VGMS in the high entrainment runs is far too low compared to ERAi, indicating that it cannot be used in isolation as a measure of model success in producing a realistic MJO hindcast, contrary to previous studies. However, effective VGMS that includes radiative feedbacks is similar among the high entrainment runs and ERAi. We conclude that the MJO is erroneously improved by increasing the entrainment parameter because moistening by vertical MSE advection compensates for the overly weak cloud‐radiative feedbacks.
USGS releases comprehensive land surface data
Authors: Wendel JoAnna
Published: April 2014

The U.S. Geological Survey (USGS) has released the latest edition of its National Land Cover Database (NLCD 2011), the nation's most comprehensive look at land surface conditions. The database divides the lower 48 states into 9 billion geographic cells, providing consistent information about land conditions on regional and nationwide scales.
Greenland aquifer properties measured for the first time
Authors: Schultz Colin
Published: April 2014

A dozen meters beneath the surface of the southeastern Greenland Ice Sheet is an aquifer that holds roughly as much water as Israel's Dead Sea. The unconfined aquifer occupies about 980 cubic kilometers of Greenland's porous firn, snow that is more than a year old but has not yet compacted to ice. Were the aquifer to drain into the ocean, the water could cause as much as 0.4 millimeter of global sea level rise. Koenig et al. build on their 2011 discovery of the aquifer and report the first attempts to directly measure its properties.
Morphology and dynamics of inflated subaqueous basaltic lava flows
Authors: Deschamps Anne , Grigné Cécile , Le Saout Morgane , Soule Samuel Adam , Allemand Pascal , Van Vliet‐Lanoe Brigitte , Floc'h France
Published: April 2014

During eruptions onto low slopes, basaltic Pahoehoe lava can form thin lobes that progressively coalesce and inflate to many times their original thickness, due to a steady injection of magma beneath brittle and viscoelastic layers of cooled lava that develop sufficient strength to retain the flow. Inflated lava flows forming tumuli and pressure ridges have been reported in different kinds of environments, such as at contemporary subaerial Hawaiian‐type volcanoes in Hawaii, La Réunion and Iceland, in continental environments (states of Oregon, Idaho, Washington), and in the deep sea at Juan de Fuca Ridge, the Galapagos spreading center, and at the East Pacific Rise (this study). These lava have all undergone inflation processes, yet they display highly contrasting morphologies that correlate with their depositional environment, the most striking difference being the presence of water. Lava that have inflated in subaerial environments display inflation structures with morphologies that significantly differ from subaqueous lava emplaced in the deep sea, lakes, and rivers. Their height is 2–3 times smaller and their length being 10–15 times shorter. Based on heat diffusion equation, we demonstrate that more efficient cooling of a lava flow in water leads to the rapid development of thicker (by 25%) cooled layer at the flow surface, which has greater yield strength to counteract its internal hydrostatic pressure than in subaerial environments, thus limiting lava breakouts to form new lobes, hence promoting inflation. Buoyancy also increases the ability of a lava to inflate by 60%. Together, these differences can account for the observed variations in the thickness and extent of subaerial and subaqueous inflated lava flows.
Multiyear precipitation reduction strongly decreases carbon uptake over northern China
Authors: Yuan Wenping , Liu Dan , Dong Wenjie , Liu Shuguang , Zhou Guangsheng , Yu Guirui , Zhao Tianbao , Feng Jinming , Ma Zhuguo , Chen Jiquan , Chen Yang , Chen Shiping , Han Shijie , Huang Jianping , Li Linghao , Liu Huizhi , Liu Shaoming , Ma Mingguo , Wang Yanfeng , Xia Jiangzhou , Xu Wenfang , Zhang Qiang , Zhao Xinquang , Zhao Liang
Published: April 2014

Drought has been a concern in global and regional water, carbon, and energy cycles. From 1999 to 2011, northern China experienced a multiyear precipitation reduction that significantly decreased water availability as indicated by the Palmer Drought Severity Index and soil moisture measurements. In this study, a light use efficiency model (EC‐LUE) and an ecosystem physiological model (IBIS) were used to characterize the impacts of long‐term drought on terrestrial carbon fluxes in northern China. EC‐LUE and IBIS models showed the reduction of averaged GPP of 0.09 and 0.05 Pg C yr−1 during 1999–2011 compared with 1982–1998. Based on the IBIS model, simulated ecosystem respiration experienced an insignificant decrease from 1999 to 2011. The multiyear precipitation reduction changed the regional carbon uptake of 0.011 Pg C yr−1 from 1982 to 1998 to a net source of 0.018 Pg C yr−1 from 1999 to 2011. Moreover, a pronounced decrease in maize yield in almost all provinces in the study region was found from 1999 to 2011 versus the average of yield from1978 to 2011. The largest maize yield reduction occurred in Beijing (2499 kg ha−1 yr−1), Jilin (2180 kg ha−1 yr−1), Tianjing (1923 kg ha−1 yr−1), and Heilongjiang (1791 kg ha−1 yr−1), and the maize yield anomaly was significantly correlated with the annual precipitation over the entire study area. Our results revealed that recent climate change, especially drought‐induced water stress, is the dominant cause of the reduction in the terrestrial carbon sink over northern China.
The Harshness of Air Springs in Passenger Cars
Authors: Kind Andreas , Rohde Andreas
Published: April 2014

The air springs' characteristics include a so‐called harshness effect. Harshness means an unwanted increase in spring rate (i.e., increase in stiffness) at excitations with low amplitudes that has a negative effect on the comfort behavior of the vehicle. Harshness may also be due to friction and hysteresis in the air spring that “locks” the suspension for small perturbations. Harshness arises from the rolling resistance of the air spring bellows. The architecture of the air springs combined with specific properties of the bellows considerably influences the characteristics of the harshness. The strain in the bellows wall caused while forming the rolling lobe plays the crucial role in this process. Objective measuring methods enable a quantification of harshness to be made on a test rig and indicate subjective comfort perception in the vehicle.

Harshness can be significantly diminished by a specific design of the air spring and the bellows. In general, this fact is based on empirical investigations. As a result, air springs, which have thin flexible bellows with an outer guide, offer optimum comfort. However, conflicting goals are always caused by interactions between single influencing parameters as a function of the air springs and the axle architecture. At the same time, further friction phenomena in the chassis can considerably overlap the harshness solely because of the air springs.
Air Supply for Advanced Applications
Authors: Becher Hans Otto
Published: April 2014

Air suspensions for passenger cars and light commercial vehicles require air supply units to deliver dry, pressurized air to the air springs and reservoirs. Typically, reciprocating piston compressors are used to deliver the required pressure level up to 18 bar. This chapter describes the various types of compressors for two‐corner and four‐corner air suspension systems and explains in detail the single elements as electric motor, crankcase, crankshaft, piston, cylinder, air intake, pressure valve, air dryer, and exhaust control circuit. Differences between open and closed system type compressors, as well as one‐ and two‐stage compressors, are revealed. Additional system elements as solenoid valve blocks for air distribution in the car and bearing elements to reduce the transfer of compressor vibrations to the vehicle structure are considered. Installation examples in actual vehicles are shown. Inside mounting and outside mounting of the compressor with various demands in terms of noise encapsulation are explained.
Power and Energy Requirements for Electric and Hybrid Vehicles
Authors: Burke Andrew
Published: April 2014

In this chapter, the power and energy requirements (both electricity and gasoline) for battery‐powered electric and hybrid vehicles, including plug‐in hybrid vehicle, are assessed. The influence of the vehicle design parameters (weight, frontal area, drag coefficient, and tire rolling resistance) on vehicle performance (range, speed, and acceleration) is determined based on simulations of several classes of vehicles.

The power and energy requirements were calculated for both parallel and series powertrain arrangements using the Advisor vehicle simulation computer program. The simulations were performed for several driving cycles (FUDS, Highway, and theUS06) for vehicle and component characteristics expected to be appropriate for 2015–2045. The simulation results indicated that large reductions in fuel consumption and energy use can be expected in future with the various advanced technologies. The magnitudes of the reductions depend on the baseline used in the comparisons. The energy savings (gasoline plus electricity including powerplant efficiency) are about 60% for all the hybrid technologies considered using the 2007ICEvehicle baseline and about 30% using the 2030ICEbaseline. The energy savings (electricity) for theEVare smaller than for the hybrids especially compared with the advancedICEandHEVtechnologies. The primary advantage of theEVis the substitution of electricity for a liquid fuel.
Battery Safety for Lithium Batteries in Vehicle Applications
Authors: Burke Andrew
Published: April 2014

In this chapter, various aspects of the safety of lithium‐ion batteries of different chemistries have been reviewed based on information available in the literature as of early 2013. The primary safety concern is the possibility of encountering a thermal runaway condition unexpectedly during otherwise normal operation of the batteries. This concern has been evaluated both through study of the abuse testing of cells and through computer modeling of cell response to soft/hard shorts.

The abuse testing has shown that thermal runaway can be induced for all cells and chemistries under extreme conditions, but there are significant differences in the tendencies of the different chemistries to experience thermal runaway. Tests indicate that thermal runaway in almost all cases is preceded by a relatively long period (many minutes) of exothermic heating of cell. Under many conditions, the period of exothermic heating does not lead to thermal runaway. Thermal runaway is most likely withLiCoO2cells and least likely with cells using FePO4and Mn oxide cathodes and/or lithium titanate oxide anodes.

Computer simulations have shown that for all chemistries, there are combinations of the geometry and energy release through the “short” and heat loss from the cell, which will lead to thermal runaway. Even in the case of shorts, the simulations indicate a relatively long period of exothermic heating (gradual temperature increase) before a sudden thermal runaway event. Adequate heat loss (cooling) during the exothermic heating time is critical for mitigating thermal runaway.
Turbocharging
Authors: Shahed Syed
Published: April 2014

The primary purpose of turbocharging is to increase the air mass supplied to an internal combustion engine so that the engine can burn more fuel and generate more power. Turbocharging enables a gasoline engine to be downsized and improves fuel economy significantly. It allows high air–fuel ratios and exhaust gas recirculation (EGR) in diesel engines, which helps control emissions. It was invented in 1905 and the technology has seen continuous improvement to match similar improvements in the technology of internal combustion engines. These improvements include evolutionary but significant improvements in design, materials, and processing such that the same task (airflow and pressure ratio) is performed by a turbocharger with 80% reduction in size compared to early designs. Variable geometry mechanisms, EGR systems, multistage turbocharging in parallel, series, and sequential configurations, and multistage compression packaged on a single shaft have all advanced such that these technologies are now increasingly being applied. The benefits of turbocharging in both gasoline and diesel engines are very significant and there is a marked trend toward increased use of turbocharging worldwide.
Pistons
Authors: Kanungo Sanjeet
Published: April 2014

Automobile engines have with time witnessed a favorable change with respect to fuel economy, passenger comfort, environment, and so on. The change continues with every manufacturer and researcher striving toward excellence.

Pistons and their ring assembly are one of the important elements in whole engine assembly, which have metamorphosed to suit the current requirement. Improvements in design, geometry, and material have not only reduced the inertia forces but also increased the time interval between overhauls. The modification of piston crowns to introduce swirl by squish effect and material coating techniques have enhanced the features of a piston. In fact, engines today last their useful life without any significant maintenance other than renewal of oil and filters. Piston rings too have reduced in numbers and are designed to meet its functional requirement.

The contents are essentially an overview and ode to the excellent work done by research teams and engine manufacturers worldwide, in optimizing the engine efficiency.
NO

x

Formation and Models
Authors: Bowman Craig T.
Published: April 2014

The principal nitrogen oxides emitted from spark ignition and diesel engines are nitric oxide (
NO
), nitrogen dioxide (

NO
2

), collectively referred to as

NO
x

, and nitrous oxide (

N
2
O

). Accurate prediction of nitrogen oxide emissions from these engines requires knowledge of the important gas‐phase reaction pathways involving nitrogen species and the rate parameters for these pathways. In this chapter, the current state of understanding of the gas‐phase reaction mechanisms for nitrogen oxide chemistry in combustion, including the mechanisms for
NO
formation from molecular nitrogen in the air and from nitrogen present in fuel additives and the mechanism for
NO
removal via a gas‐phase reaction process termed

reburning

is discussed. In many combustion processes, these formation and removal pathways are coupled. In addition, the reaction mechanisms for the formation and removal of

NO
2

and

N
2
O

are described. The relative importance of the different
NO
formation and removal pathways in different combustion environments is presented.
Gas Aftertreatment Systems
Authors: Parks James E.
Published: April 2014

The internal combustion engine serves a vast array of transportation needs, but pollutants produced during combustion can harm the environment and human health. Primary gaseous pollutants include carbon monoxide (
CO
), oxides of nitrogen (NO

x

), and hydrocarbons (HC). These pollutants have the potential to harm human health directly or through the formation of ground‐level ozone by atmospheric reactions with sunlight. Regulations exist to insure that pollution from vehicles is limited, and vehicles are carefully designed and engineered to meet these regulations. Catalyst technologies are the primary means of reducing pollutants from engine exhaust. Various types of catalysts are used based on the engine combustion technique and other factors. The three‐way catalyst is the predominant catalyst used in spark‐ignited gasoline engine vehicles. Other catalyst technologies such as selective catalytic reduction and lean NO

x

traps help to reduce NO

x

from lean engine vehicles such as diesel vehicles. By the combination of nanoscale engineering of catalytically reactive surfaces and the coupling of catalyst to engine controls, the modern catalyst dramatically reduces pollutants from automobiles and enables cost‐effective transportation with minimal impact on the environment and human health.
Solid/Condensed Phase Aftertreatment Systems
Authors: Muntean George G. , Stewart Mark L. , Devarakonda Maruthi N.
Published: April 2014

Internal combustion engines are a critical component of the transportation industry and a key contributor to urban air quality concerns. Of significant importance are the unavoidable emissions of particulate matter from these sources. This chapter examines the issues surrounding the nature of particulate matter, its regulation and the technology used for its control. The topic is introduced by first giving the legal and physical definitions of particulate matter, followed by a discussion of the impacts of particulates and a brief overview of the regulatory landscape. The discussion then turns to the primary control technology for particulates, that is, filtration. The mechanisms of filtration are described along with the physical description of real‐world approaches. Finally, this chapter concludes with a discussion of how particulate filtration devices are integrated into the overall vehicle system, the performance implications, and practical concerns regarding their reliability.
Material and Process Selection—Cylinder Blocks and Heads
Authors: Megel Marc C. , Bailey George E.
Published: April 2014

The choice of materials for engine structures is much more involved than considering strength and weight. Cylinder heads and blocks are highly and dynamically loaded structures that transfer a lot of heat; they must be manufactured economically and consistently, and they must be durable. These components may be reused when an engine is rebuilt, so weak structures can earn a bad reputation for an engine even past its original intended lifetime. Things that must be considered include material cost, specific weight, strength, ductility, fatigue life, thermal expansion, thermal conductivity, castability, mold sticking, machinability, processing cycle time, required tooling, corrosion resistance, and requirements for heat treatment or other post processing.
Block and Head Analysis
Authors: Megel Marc C.
Published: April 2014

Analysis is a key component of engine design and development. While analysis is utilized in the design of many engine components, it is most prevalent and necessary for cylinder blocks and heads because of both their complex geometric structure and the compound loading mechanisms driving fatigue. Effective application of analysis is key to move the analysis process upstream to have a greater impact early in the design process. Affecting the design process earlier results in fewer prototype builds and less redesign during development. Proven analysis approaches have been developed to more effectively apply advanced computer‐aided engineering (
CAE
) analysis to cylinder blocks and heads. This analysis includes both
CFD
to determine boundary conditions for cooling and thermal loading and
FEA
for fatigue evaluation of the structure. Results of cylinder block and head analysis should be tied to real component durability measures through mechanical development testing on rigs and engines and field performance through warranty databases and field test activities.
Exhaust Emission Control Considerations for Diesel Engines
Authors: Johnson Timothy V.
Published: April 2014

This chapter summarizes major recent developments in diesel emissions technologies and system design. Emissions challenges that are covered include particulate matter (PM) remediation using diesel particulate filters (DPFs), leanNOxremediation, and hydrocarbon (HC) and carbon monoxide controls.NOxcontrol technologies are summarized, includingSCR(selective catalytic reduction) with ammonia and HC‐based approaches.PMreduction technologies are evolving around newDPFmaterials for reduced back pressure andSCRintegration, and optimization of regeneration and control. Technologies forNOxcontrol are achieving >95%deNOxefficiency averaged over the certification test cycles.DOC(diesel oxidation catalyst) developments are used to precondition the exhaust for bothdeNOxandPMremediation systems and for removing unburned fuel components. They mainly involveNOoxidation toNO2as a function of catalyst formulation and HC oxidation parameters. Nitrous oxide (N2O) emissions are also addressed. System layout and fundamental control strategies are outlined for integrated systems involving all three unit operations.
Logistics and Fleet Management
Authors: Kunze Oliver
Published: April 2014

Telematics solutions for logistics and fleet management (LFMtelematics) are becoming an integral element of many transport operations. The key benefit ofLFMtelematics is to integrate the former “black box transport process” transparently into the processes of the shipper and the consignee. In addition to this, it allows the transport operator to plan, monitor, and adjust operations in accordance with the needs of its customers and in accordance with his or her own profitability needs. Finally,LFMtelematics helps to simplify the driver's workload.

In this chapter, the process context ofLFMtelematics is discussed and a three‐tier model forLFMtelematics is introduced. With reference to this three‐tier model, the usage ofLFMtelematics in different vertical industries, for example, automotive, construction, courier, express, parcel, and mineral oil, is explained. Finally, technical components and data needed to build anLFMtelematics solution are outlined.
Tolling, Mobility Pricing
Authors: Chevreuil Martial
Published: April 2014

After a little bit of history, which is presented in Section 1, this chapter introduces some definitions and description of the variety of usages of tolling and pricing in Section 2. Tolling policies have played an important role in the development of new road infrastructures. During the last 20 years, thanks to the introduction of information and communication technologies in the transport sector leading to the concept of
ITS
(intelligent transport systems), the toll systems have largely benefited from this evolution by offering new possibilities for traffic managers and new services to the users. Tolling has, therefore, become a powerful tool for mobility management.

Section 3 presents the main features of electronic toll collection, how it is functioning, and the variety of technologies that are used: from automated systems with barriers to free‐flow systems often called
open road tolling
(

ORT

). Advantages and weaknesses of the various technical solutions are presented in relation with their usage.

Nowadays, a new phase, which is described in Section 4, is under development with the willingness of authorities and operators to go for interoperable systems. This has led also to the introduction of new actors in the field: the toll service providers. New opportunities are emerging in the domain of traffic. These new actors are now developing new services for the benefit of users and the transport system in general; for example, data collected from the toll systems allow better knowing the traffic situation, and, therefore, to better informing the user and giving more options for transport management strategies.
Applications: Emergency Services and eCall
Authors: Försterling Frank
Published: April 2014

Emergency management services (EMSs)—as one class of applications within intelligent transportation systems—comprise a wide range of incident response, public safety management, and disaster management services. The emergency call service—commonly named
eCall
(service)—is one of the most important EMS. The use of
eCall
to deploy emergency assistance will save lives and reduce the social burden of road accidents by improving the notification of such accidents, speeding up the emergency service response and lowering the subsequent effects on fatalities, severity of injuries, and traffic flows. This chapter explains in detail different kinds of
eCall
services, its architecture and technical solutions. Furthermore, you will learn more about the standardized
eCall
solutions of the European Union and in Russia, their similarities and differences. This chapter concludes with an overview about standardization and an outlook on the next steps after a successfully deployed
eCall
service.
Body
ECU
Cluster
Authors: Sakurai Isamu
Published: April 2014

This chapter focuses on a body electronic control unit (
ECU
) cluster most commonly mounted on vehicles today and describes the four following topics: (i) meters and gauges included in a general body
ECU
cluster such as a speedometer, tachometer, fuel gauge, coolant temperature gauge, odometer, and tripmeter; (ii) history and development of the cluster; (iii) types of gauge readings (in analog or digital form); and (iv) parts or components that form the general body
ECU
cluster, including a display unit, hardware, software, and a movement.
Car Navigation
Authors: Yokoyama Shouji
Published: April 2014

Since the launch of the first mass market automobile in the early twentieth century, many pioneers have tried to develop an apparatus that guides a driver to their destination. Their efforts resulted in the first practical car navigation systems that appeared in the 1990s and have now spread around the world. One of the driver's main concerns, “which way is better to get to the destination?” has now been greatly relieved. This article describes the history, basic technologies, advanced functions, and future prospects of car navigation systems.
Parallel Hybrid Electric Vehicles (Parallel
HEVs
)
Authors: Van Mierlo Joeri , Hegazy Omar
Published: April 2014

This chapter presents the state of the art of the parallel hybrid electric vehicles (
HEVs
) and gives a comprehensive review on their powertrain and power management strategy. In this chapter, different transmission systems (such as pretransmission, posttransmission, and split transmission) are presented. Furthermore, the hybridization rate of parallel
HEVs
is explained in this chapter. The advantages and the drawbacks of the parallel
HEVs
are presented. Moreover, the mechanical coupling is described.
UHCandCOFormation and Models
Authors: Wyszynski Miroslaw L.
Published: April 2014

This chapter presents an introduction to understanding the origins of emissions of unburned hydrocarbons and carbon monoxide from internal combustion engines, followed by a short review of the methods of modeling the formation of those pollutants. These methods range from simple thermodynamics models involving chemical equilibria through chemical kinetics of reactions to detailed chemistry of reactions, particularly for hydrocarbons. In the latter case, simplified reaction schemes are particularly important. Experimental methods of measuring engine‐out emissions are introduced, with emphasis on determining the individual chemical species in engine‐out emissions of hydrocarbons, particularly for the noxious and toxic aromatic and poly‐aromatic hydrocarbons and carbonyls.
Active Safety, Pre‐Collision Safety, and Other Safety Products (Millimeter‐Wave Radar, Image Recognition Sensors)
Authors: Teguri Yoshihiko
Published: April 2014

Controls that support safe driving and help to alleviate damage in the event of a collision can be categorized in accordance with the driving scenario and degree of risk. These categories include driver assistance, active safety, precrash safety (PCS), and passive safety systems, as well as technologies for enhancing safety after the collision has occurred. Various driver assistance systems for providing information and alleviating driver burden in normal driving have been developed. These include adaptive front‐lighting systems (AFS), night vision, and back guide monitors that support the driver's field of view, corner sonar, and tire pressure monitoring systems for notifying the driver of potential danger, as well as adaptive cruise control (
ACC
) and lane keeping assistance systems (
LKAS
) for alleviating driver burden. Active safety systems have been developed to assist driver operation when a potentially dangerous situation can be avoided. These include brake controls such as anti‐lock brake systems (
ABS
), traction control systems (
TCS
), and electronic stability control (
ESC
), in addition to other active safety technologies. Some
PCS
systems also help to alleviate damage in more dangerous situations when the collision is unavoidable. Passive safety technologies are deployed in the event that an accident occurs. These include airbags for protecting the occupants of the vehicle, and fuel cut and emergency notification systems that aim to facilitate rescue after the accident. Developers are continuing to optimize driver assistance technologies in accordance with the situation by creating seamless combinations between safety systems with the ultimate goal of reducing traffic accident fatalities and injuries to zero. This chapter describes active safety systems and
PCS
, and the millimeter‐wave radar and image recognition sensors used in these systems.
The Wire Harness
Authors: Kawauchi Takafumi
Published: April 2014

This chapter describes a “wire harness,” which performs the power distribution function in a vehicle electrical system. The wire harness consists of wires, connectors, power supply blocks, and exterior parts. The chapter describes technological history, trends, types, and the role of this product, in addition to detailing all its components. The “wire,” which is the main component of the wire harness, is introduced in Section 3. The “connector,” another important component of the wire harness, is introduced in Section 4. The “power supply block” is an important component for the power distribution function and is introduced in Section 5. Section 6 introduces “exterior parts” that are used to protect the wire harness from damage.
Physics of Car Crashes: Design Concepts for Safer Cars
Authors: Viano David C. , Prasad Priya
Published: April 2014

Motor vehicle crashes involve a rapid deceleration of the occupant compartment as kinetic energy is absorbed by crush of vehicle structures. In severe impacts with offset loading, intrusion of the occupant compartment can occur. This chapter summarizes injury risks in field accidents usingNASS‐CDSfor occupants with and without seat belt use by the vehicle and crash type. It also addresses ejection status (nonejected, partial, and complete ejection). The dynamics of a crash are explored assuming a Haversine acceleration to identify peak acceleration of the occupant compartment and stopping distance typical of government and consumer testing in front, side, and rear crashes. Injury criteria and human tolerances are provided for the family of HybridIIIadult, child, and infant dummies. The chapter includes a discussion of vehicle structures, stiffness, and compatibility. It concludes with an overview of occupant restraint systems and ride‐down benefits with belt pretensioners tightening the seat belts.
Use of multiple data sources for surveillance of work‐related amputations in Massachusetts, comparison with official estimates and implications for national surveillance
Authors: Davis Letitia K. , Grattan Kathleen M. , Tak Sangwoo , Bullock Lucy F. , Ozonoff Al , Boden Leslie I.
Published: April 2014

Background

Accurate surveillance of work‐related injuries is needed at national and state levels. We used multiple sources for surveillance of work‐related amputations, compared findings with Survey of Occupational Injuries and Illnesses (SOII) estimates, and assessed generalizability to national surveillance.

Methods

Three data sources were used to enumerate work‐related amputations in Massachusetts, 2007–2008. SOII eligible amputations were compared with SOII estimates.

Results

787 amputations were enumerated, 52% ascertained through hospital records only, exceeding the SOII estimate (n = 210). The estimated SOII undercount was 48% (95% CI: 36–61%). Additional amputations were reported in SOII as other injuries, accounting for about half the undercount. Proportionately more SOII estimated than multisource cases were in manufacturing and fewer in smaller establishments.

Conclusion

Multisource surveillance enhanced our ability to document work‐related amputations in Massachusetts. While not feasible to implement for work‐related conditions nationwide, it is useful in states. Better understanding of potential biases in SOII is needed. Am. J. Ind. Med. 57:1120–1132, 2014. © 2014 Wiley Periodicals, Inc.
Clinical delineation and natural history of the PIK3CA‐related overgrowth spectrum
Authors: Keppler‐Noreuil Kim M. , Sapp Julie C. , Lindhurst Marjorie J. , Parker Victoria E.R. , Blumhorst Cathy , Darling Thomas , Tosi Laura L. , Huson Susan M. , Whitehouse Richard W. , Jakkula Eveliina , Grant Ian , Balasubramanian Meena , Chandler Kate E. , Fraser Jamie L. , Gucev Zoran , Crow Yanick J. , Brennan Leslie Manace , Clark Robin , Sellars Elizabeth A. , Pena Loren DM , Krishnamurty Vidya , Shuen Andrew , Braverman Nancy , Cunningham Michael L. , Sutton V. Reid , Tasic Velibor , Graham John M. , Geer Joseph , Henderson Alex , Semple Robert K. , Biesecker Leslie G.
Published: April 2014

Somatic mutations in the phosphatidylinositol/AKT/mTOR pathway cause segmental overgrowth disorders. Diagnostic descriptors associated with PIK3CA mutations include fibroadipose overgrowth (FAO), Hemihyperplasia multiple Lipomatosis (HHML), Congenital Lipomatous Overgrowth, Vascular malformations, Epidermal nevi, Scoliosis/skeletal and spinal (CLOVES) syndrome, macrodactyly, and the megalencephaly syndrome, Megalencephaly‐Capillary malformation (MCAP) syndrome. We set out to refine the understanding of the clinical spectrum and natural history of these phenotypes, and now describe 35 patients with segmental overgrowth and somatic PIK3CA mutations. The phenotypic data show that these previously described disease entities have considerable overlap, and represent a spectrum. While this spectrum overlaps with Proteus syndrome (sporadic, mosaic, and progressive) it can be distinguished by the absence of cerebriform connective tissue nevi and a distinct natural history. Vascular malformations were found in 15/35 (43%) and epidermal nevi in 4/35 (11%) patients, lower than in Proteus syndrome. Unlike Proteus syndrome, 31/35 (89%) patients with PIK3CA mutations had congenital overgrowth, and in 35/35 patients this was asymmetric and disproportionate. Overgrowth was mild with little postnatal progression in most, while in others it was severe and progressive requiring multiple surgeries. Novel findings include: adipose dysregulation present in all patients, unilateral overgrowth that is predominantly left‐sided, overgrowth that affects the lower extremities more than the upper extremities and progresses in a distal to proximal pattern, and in the most severely affected patients is associated with marked paucity of adipose tissue in unaffected areas. While the current data are consistent with some genotype–phenotype correlation, this cannot yet be confirmed. © The Authors. American Journal of Medical Genetics Part A published by Wiley Periodicals, Inc.
Identification of a novel de novo deletion in RAF1 associated with biventricular hypertrophy in Noonan syndrome
Authors: Sana Maria Elena , Spitaleri Andrea , Spiliotopoulos Dimitrios , Pezzoli Laura , Preda Laura , Musco Giovanna , Ferrazzi Paolo , Iascone Maria
Published: April 2014

Biventricular hypertrophy (BVH) is a disease state characterized by the thickening of the ventricle walls. The differential diagnosis of BVH with other congenital and familial diseases in which increased ventricle wall thickness is a prominent clinical feature is fundamental due to its therapeutic and prognostic value, mainly during infancy. We describe a 2‐month‐old infant presenting BVH. Using exome sequencing, we identified a novel de novo 3‐bp deletion in the RAF1 gene that is located in the binding active site for the 14‐3‐3 peptide. Based on docking calculations, we demonstrate that this novel mutation impairs protein/target binding, thus constitutively activating Ras signaling, which is a dysregulation associated with Noonan syndrome. Finally, our study underlines the importance of molecular modeling to understand the roles of novel mutations in pathogenesis. © 2014 Wiley Periodicals, Inc.
Catalytic Allylation of Hypophosphorous Acid and H‐Phosphinic Acids with Primary Allylic Amines
Authors: Wu Xue‐Song , Zhou Meng‐Guang , Chen Yan , Tian Shi‐Kai
Published: April 2014

Primary allylic amines serve as suitable allylic electrophiles for the allylation reactions of hypophosphorous acid and H‐phosphinic acids. In the presence of tris(dibenzylideneacetone)dipalladium(0) ([Pd2(dba)3], 0.1 mol %) and Xantphos (0.2 mol %), aqueous hypophosphorous acid was allylated by α‐unbranched primary allylic amines in a highly regioselective fashion to give structurally diverse allylic H‐phosphinic acids in good to excellent yields with exclusive E selectivity. Moreover, increasing the catalyst loading to 1 mol % and adding aqueous phosphoric acid (1.2 equiv.) permitted the allylation of H‐phosphinic acids with α‐unbranched primary allylic amines to proceed to give disubstituted phosphinic acids in good to excellent yields.
A new endoscopic staging system for hereditary hemorrhagic telangiectasia
Authors: Reh Douglas D. , Yin Linda X. , Laaeq Kulsoom , Merlo Christian A.
Published: April 2014

Background

Hereditary hemorrhagic telangiectasia (HHT) is predominantly characterized by nasal telangiectases that cause severe epistaxis. Recently, the Epistaxis Severity Score (ESS) was developed and validated as a standardized measurement to evaluate epistaxis treatment efficacy. We propose a new endoscopic staging system to characterize nasal findings in HHT patients and correlate this to the ESS.

Methods

This is a prospective cohort study. A total of 33 individuals with HHT confirmed by Curaçao criteria were recruited and evaluated by a single otolaryngologist between August 2010 and February 2013. Endoscopic parameters including patterns and sites of telangiectases and degree of nasal crusting were used to construct an endoscopy score for each subject. Multiple linear regression models were used to correlate this endoscopy score to the ESS.

Results

A total of 33 subjects completed the study. The mean ± standard deviation (SD) age was 50.3 ± 13.2 years, and 20 (60.6%) were female. In the cohort, mean ± SD ESS was 4.05 ± 2.13 (range, 0.50 to 8.22). Most subjects (53.1%) had more than 4 nasal sites involved and (56.2%) had punctate telangiectases; 30.3% had mild crusting and 21.2% had moderate/severe crusting. These endoscopic findings were weighted by their correlation coefficients against epistaxis severity and normalized to create a new endoscopy score. After adjusting for confounding variables, the HHT Endoscopy Score (HES) was strongly associated with the ESS (r = 0.79, p < 0.001).

Conclusion

The HES correlates highly with patient‐reported epistaxis severity and may provide a useful outcome measure in future studies.
Catalytic Enantioselective Inverse Electron Demand Hetero‐Diels–Alder Reaction with Allylsilanes
Authors: Matsumura Yuki , Suzuki Takahiro , Sakakura Akira , Ishihara Kazuaki
Published: April 2014

The first diastereo‐ and enantioselective inverse electron demand hetero‐Diels–Alder reaction of β,γ‐unsaturated α‐ketoesters with allylsilanes is described. Chiral copper(II) catalysts successfully activate the β,γ‐unsaturated α‐ketoesters and promote the reaction with allylsilanes with excellent enantioselectivities. This process represents a new entry to chiral oxanes.
Accessing the Single‐Electron Manifold: Magnesium‐mediated Hydrogen Release from Silanes
Authors: Liptrot David J. , Hill Professor Michael S. , Mahon Mary F.
Published: April 2014

Reactions of TEMPO (2,2,6,6‐tetramethyl‐1‐piperidinyloxy) with magnesium hydride species initiate oxidative hydrogen release, which may be elaborated to a catalytic regime within a manifold constructed about sequential TEMPO‐mediated redox and MgO/SiH metathesis processes.
Long‐Term Safety of Subcutaneous Abatacept in Rheumatoid Arthritis: Integrated Analysis of Clinical Trial Data Representing More Than Four Years of Treatment
Authors: Alten Rieke , Kaine Jeffrey , Keystone Edward , Nash Peter , Delaet Ingrid , Genovese Mark C.
Published: April 2014

Objective

To investigate the safety of long‐term subcutaneous (SC) abatacept treatment using integrated clinical trial data obtained in patients with rheumatoid arthritis refractory to traditional disease‐modifying antirheumatic drugs.

Methods

Data from the double‐blind and open‐label phases of 5 clinical trials of SC abatacept were pooled. The overall and 6‐month incidence rates were calculated as events per 100 patient‐years of exposure.

Results

This analysis included 1,879 patients with 4,214.6 patient‐years of exposure to SC abatacept. The mean ± SD length of exposure was 27.3 ± 9.1 months. The reported incidence rate of serious infections was 1.79 (95% confidence interval [95% CI] 1.42–2.24); the most frequent infections were pneumonia (incidence rate 0.36 [95% CI 0.22–0.59]), urinary tract infection (incidence rate 0.14 [95% CI 0.06–0.32]), and gastroenteritis (incidence rate 0.10 [95% CI 0.04–0.25]). Tuberculosis occurred rarely (incidence rate 0.09 [95% CI 0.04–0.25]). The reported incidence rate of malignancies was 1.32 (95% CI 1.01–1.72), and the most common was solid organ malignancy (incidence rate 0.69 [95% CI 0.48–0.99]). The incidence rate of autoimmune events was 1.37 (95% CI 1.06–1.78), and the most frequent events were psoriasis (incidence rate 0.33 [95% CI 0.20–0.56]) and Sjögren's syndrome (incidence rate 0.24 [95% CI 0.13–0.44]). The reported incidence rate of local injection site reactions was 1.72 (95% CI 1.36–2.17); these events occurred primarily during the first 6 months of treatment, and almost all were of mild or moderate intensity. The incidence rates of serious infections, malignancies, autoimmune events, and injection site reactions did not increase over time.

Conclusion

Long‐term treatment with SC abatacept was associated with low incidence rates of serious infections, malignancies, and autoimmune events and was well tolerated, with infrequent injection site reactions. These findings are consistent with those related to treatment with intravenous abatacept. Long‐term treatment with SC abatacept did not lead to new safety signals over time.
Development and Validation of the HScore, a Score for the Diagnosis of Reactive Hemophagocytic Syndrome
Authors: Fardet Laurence , Galicier Lionel , Lambotte Olivier , Marzac Christophe , Aumont Cedric , Chahwan Doumit , Coppo Paul , Hejblum Gilles
Published: April 2014

Objective

Because it has no unique clinical, biologic, or histologic features, reactive hemophagocytic syndrome may be difficult to distinguish from other diseases such as severe sepsis or hematologic malignancies. This study was undertaken to develop and validate a diagnostic score for reactive hemophagocytic syndrome.

Methods

A multicenter retrospective cohort of 312 patients who were judged by experts to have reactive hemophagocytic syndrome (n = 162), were judged by experts to not have reactive hemophagocytic syndrome (n = 104), or in whom the diagnosis of reactive hemophagocytic syndrome was undetermined (n = 46) was used to construct and validate the reactive hemophagocytic syndrome diagnostic score, called the HScore. Ten explanatory variables were evaluated for their association with the diagnosis of hemophagocytic syndrome, and logistic regression was used to calculate the weight of each criterion included in the score. Performance of the score was assessed using developmental and validation data sets.

Results

Nine variables (3 clinical [i.e., known underlying immunosuppression, high temperature, organomegaly], 5 biologic [i.e., triglyceride, ferritin, serum glutamic oxaloacetic transaminase, and fibrinogen levels, cytopenia], and 1 cytologic [i.e., hemophagocytosis features on bone marrow aspirate]) were retained in the HScore. The possible number of points assigned to each variable ranged from 0–18 for known underlying immunosuppression to 0–64 for triglyceride level. The median HScore was 230 (interquartile range [IQR] 203–257) for patients with a positive diagnosis of reactive hemophagocytic syndrome and 125 (IQR 91–150) for patients with a negative diagnosis. The probability of having hemophagocytic syndrome ranged from <1% with an HScore of ≤90 to >99% with an HScore of ≥250.

Conclusion

The HScore can be used to estimate an individual's risk of having reactive hemophagocytic syndrome. This scoring system is freely available online (http://saintantoine.aphp.fr/score/).
Synthetic and Computational Evaluation of Regiodivergent Epoxide Opening for Diol and Polyol Synthesis
Authors: Gansäuer Andreas , Karbaum Peter , Schmauch David , Einig Martin , Shi Lili , Anoop Anakuthil , Neese Frank
Published: April 2014

In a combined synthetic and computational study, the factors governing the selectivity of the titanocene(III)‐catalyzed regiodivergent epoxide opening (REO) with Kagan’s complex via electron transfer leading to derivatives of 1,2‐, 1,3‐, and 1,4‐diols were investigated. In this manner, valuable building blocks for the synthesis of 1,3‐ and 1,4‐diols were identified. The computational study provides crucial structural features and energies of the transition states of ring opening that are important for the design of more selective catalysts.
Effects of methyl jasmonate and salicylic acid on tanshinone production and biosynthetic gene expression in transgenic Salvia miltiorrhiza hairy roots
Authors: Hao Xiaolong , Shi Min , Cui Lijie , Xu Chao , Zhang Yanjie , Kai Guoyin
Published: April 2014

Tanshinone is a group of active diterpenes, which are widely used in the treatment of cardiovascular disease. In this study, methyl jasmonate (MJ) and salicylic acid (SA) were used to investigate their effects on tanshinone accumulation and biosynthetic gene expression in the hairy roots of geranylgeranyl diphosphate synthase (SmGGPPS) overexpression line (G50) in Salvia miltiorrhiza. High‐performance liquid chromatography analysis showed that total tanshinone content in G50 was obviously increased by 3.10‐fold (11.33 mg/g) with MJ at 36 H and 1.63 times (5.95 mg/g) after SA treatment for 36 H in comparison with their mimic treatment control. Furthermore, quantitative reverse‐transcription PCR analysis showed that the expression of isopentenyl‐diphosphate delta‐isomerase (SmIPPI), SmGGPPS, copalyl diphosphate synthase (SmCPS), and kaurene synthase‐like (SmKSL) increased significantly with MJ treatment. However, the expression of SmIPPI reached the highest level at 144 H, whereas those of SmGGPPS, SmCPS, and SmKSL only increased slightly with SA treatment. The two elicitor treatments suggested that tanshinone accumulation positively correlated to the expression of key genes such as SmGGPPS, SmCPS, and SmKSL. Meanwhile, the study also indicated that it was a feasible strategy to combine elicitor treatment with transgenic technology for the enhancement of tanshinone, which paved the way for further metabolic engineering of tanshinone biosynthesis.