bluuebunny/crossref_metadata_2025_split huggingface dataset:
Microscale insight into the influence of humidity on the mechanical behavior of mudstones
Authors: Wang Linlin , Bornert Michel , Héripré Eva , Chanchole Serge , Pouya Ahmad , Halphen Bernard 
Published: April 2015

AbstractThe mechanical behavior of mudstones strongly depends on humidity. In this paper, we present some microstructural insights into this phenomenon gained from a microscale investigation using a novel experimental method. The experimental method consists of combined hydric and mechanical loading tests in environmental scanning electron microscopy, as well as full‐field strain measurement by digital image correlation techniques. The sample is subjected to a stepwise wetting (21%, 80%, and 99% relative humidity); for each equilibrium moisture state, a uniaxial compression test is performed. The microscale observation reveals that humidity‐induced changes in the mechanical behavior of mudstones are controlled by the deformation and microcracking upon wetting. With increasing relative humidity, expansion of pores causes the clay matrix to be softer. In addition, because of the reduction in shear modulus and the lessening of capillary effect, shear bands are prone to appear at a high humidity state. The microcracking upon wetting, which results in predamage of the material, also affects the mechanical behavior. Finally, the sample with more moisture exhibits a more ductile behavior that involves more pronounced microcracking at failure.
An efficient physically based parameterization to derive surface solar irradiance based on satellite atmospheric products
Authors: Qin Jun , Tang Wenjun , Yang Kun , Lu Ning , Niu Xiaolei , Liang Shunlin 
Published: April 2015

AbstractSurface solar irradiance (SSI) is required in a wide range of scientific researches and practical applications. Many parameterization schemes are developed to estimate it using routinely measured meteorological variables, since SSI is directly measured at a very limited number of stations. Even so, meteorological stations are still sparse, especially in remote areas. Remote sensing can be used to map spatiotemporally continuous SSI. Considering the huge amount of satellite data, coarse‐resolution SSI has been estimated for reducing the computational burden when the estimation is based on a complex radiative transfer model. On the other hand, many empirical relationships are used to enhance the retrieval efficiency, but the accuracy cannot be guaranteed out of regions where they are locally calibrated. In this study, an efficient physically based parameterization is proposed to balance computational efficiency and retrieval accuracy for SSI estimation. In this parameterization, the transmittances for gases, aerosols, and clouds are all handled in full band form and the multiple reflections between the atmosphere and surface are explicitly taken into account. The newly proposed parameterization is applied to estimate SSI with both Moderate Resolution Imaging Spectroradiometer (MODIS) atmospheric and land products as inputs. These retrievals are validated against in situ measurements at the Surface Radiation Budget Network and at the North China Plain on an instantaneous basis, and moreover, they are validated and compared with Global Energy and Water Exchanges–Surface Radiation Budget and International Satellite Cloud Climatology Project–flux data SSI estimates at radiation stations of China Meteorological Administration on a daily mean basis. The estimation results indicates that the newly proposed SSI estimation scheme can effectively retrieve SSI based on MODIS products with mean root‐mean‐square errors of about 100 Wm− 1 and 35 Wm− 1 on an instantaneous and daily mean basis, respectively.
Suspension Arms, Steel versus Aluminum, Where are the Benefits?
Authors: Adamczyk Dirk , Fischer Markus , Schüller Klaus 
Published: April 2015

AbstractFor suspension arms, one of the key drivers to decide about the technology is the weight‐saving potential to reduce fuel consumption and reduce the unsprung mass for the suspension. This chapter shows the advantages and disadvantages of the different materials including their production technologies.In the first part, a theoretical comparison of steel and aluminum is given. In the following part, different suspension types and suspension arms are introduced together with practical examples. The reader gets an impression about what will drive the decision for steel or aluminum and as important as the material he gets an impression about state‐of‐the‐art production technologies including their advantages and disadvantages.In order to drive the decision for the right material and the right production process, the different requirements for suspension arms need to be respected. The main requirements for suspension arms are introduced and explained. On the basis of the requirements and the principal decision for steel or aluminum and sheet metal, cast, or forged solutions, the design process itself is quite important to come to a competitive suspension arm. A typical design process is introduced.By the use of state‐of‐the‐art materials, production processes, and design processes, the weight of suspension arms can be reduced by up to 50%. This leads especially for bigger suspension arms like for pickup trucks andSUVsto more than 10 kg weight reduction per axle.
Automated Driving
Authors: Zlocki Adrian 
Published: April 2015

AbstractOn the basis of the development of technology, automated driving vehicles can be realized today. The first step toward automated driving is the introduction of advanced driver assistance systems. These compensate the weaknesses of human drivers and provide support in the driving task. First advanced driver assistance systems are already available in the market and further progress in automation is being made in various research activities. Automated driving vehicles are already implemented in dedicated infrastructures. These vehicles provide new mobility concepts, especially in the field of public transport. Fully automated vehicles are developed in research activities. High requirements on the perception systems for environment detection of these vehicles as well as legal aspects still need to be fulfilled during the next years. Demonstrators for fully automated vehicles provide the state of the art of vehicle technology toward environment detection and vehicle control.
Recycling of Polymers and Composites
Authors: Jody Bassam J. , Daniels Edward J. , Spangenberger Jeffrey S. 
Published: April 2015

AbstractEach year, more than 25 million vehicles reach the end of their service life throughout the world, and this number is rising as the number of vehicles on the road is increasing. In the United States, over 95% of the more than 10 million vehicles scrapped annually enter a comprehensive recycling infrastructure that includes auto parts recyclers (dismantlers), remanufacturers, and material recyclers (shredders). Over 75% of the automotive materials, primarily metals, are profitably recycled. Automobiles are the largest source of recycled ferrous scrap for the iron and steel industry. The scrap processors recover metal scrap from automobiles by shredding the obsolete automobile hulks, along with other obsolete metal‐containing products and recovering the metals from the shredded material. The nonmetallic fraction that remains—commonly calledshredder residue—constitutes about 25% of the weight of the vehicle, and most of it is landfilled.In the past two decades, research and development has been undertaken to enhance the recycle rate of end‐of‐life vehicles (ELVs), including improving dismantling techniques and remanufacturing operations. However, most of the effort has been focused on developing technology to separate and recover the polymers from shredder residue. To make future vehicles more energy efficient and to meet the new Corporate Average Fuel Economy (CAFE) regulations, more lightweighting materials—primarily polymers and polymer composites, high strength steels, and aluminum—are being used by the automobile industry. The nonmetallic materials increase the percentage of shredder residue that must be disposed of, compared with the percentage of metals that are recovered. Therefore, recycling of automotive polymers will be more important in the future. In addition, recycling the polymers and the composites has the following additional benefits: (i) conserves valuable resources of materials and energy, including the energy consumed in manufacturing automotive materials; (ii) provides lower cost materials to industry; (iii) reduces the amount of waste going to the landfill; and (iv) reduces greenhouse gas (GHG) emissions.The future will also bring an increase in hybrid and electric vehicles. This will introduce new materials for disposal, including batteries. Recycling the new materials presents technical and economic challenges to the existing automotive recycling infrastructure. New technologies will be required to sustain and maximize the ultimate recycling of the vehicles.
Induction Motor Drives
Authors: Cheng Ming , Wang Zheng , Wong Yuk Sum 
Published: April 2015

AbstractThe induction motor (IM) drive consists of an IM and a power inverter. The IM converts electrical energy into mechanical energy so as to propel the electric vehicle (EV), whereas the power inverter converts the energy from the battery to the motor with advanced control methodologies so as to achieve the desired torque and speed needed for the vehicle.IM drives are the most mature technology among various commutatorless motor drives forEVapplications. IM drives offer the advantages of robust structure, low cost, high reliability, and being free from maintenance as compared with the other types of electric motor drives. These advantages are particularly important for electric propulsion inEVapplications.This chapter comprehensively discusses the structure, operating principle, torque, and power characteristics of theIM, with the focus on the squirrel‐cageIM. The topologies of five major power inverters, namely voltage source inverters, multilevel power inverters, soft‐switching power inverters, current source inverters, and Z‐source inverters, and three key control strategies, namely variable‐voltage variable‐frequency control, field oriented controlFOC, and direct torque control, are also discussed to elaborate the technological evolutions and working mechanisms of theIMdrives.
CVTControl—System Integration, Ratio Choice, Shift Strategy and Dynamics, Adaptive Features, Engine Calibration, Electric Motor Assist
Authors: Shibayama Takashi 
Published: April 2015

ABSTRACTContinuously variable transmission (CVT) is very effective for obtaining good fuel economy and driving performance, and theCVTcontrol is very important because theCVTcan provide continuously variable ratio changes with great freedom. Therefore, theCVTcontrol has great influence on the vehicle characteristics. The ratio change control and the clamping force control are the two key issues for a variable pulleyCVT. Therefore, in this chapter, the basic concept and outline of control designs for the ratio change and the clamping force of belt‐type pulleyCVTare described. System integration, ratio choice, shift strategy and dynamics, adaptive features, engine calibration, and electric motor assist are the major topics. Chain and ToroidalCVTcontrols are also described. Hydraulic control systems are described in detail with comprehensible figures and pictures. Therefore, this chapter may be useful for understanding the basic concept and outline ofCVTcontrol.
ECU
Technologies from Components to
ECU
Configuration
Authors: Niimi Yukihide 
Published: April 2015

Abstract

This chapter describes electronic control units (
ECUs
), focusing on their installation environment, operation conditions, common structures, component parts, and circuit parts, using the engine
ECU
as a typical example.
ECUs
contain sensor and switch input processing circuits, analog‐digital (
AD
) conversion circuits, microcomputers, a power supply, output processing circuits, and a communication circuit for interacting with other
ECUs
. This chapter details the parts provided on the circuit boards of
ECUs
, categorized in accordance with function and shape. It also includes a brief outline of
ECU
trends.
Diversification of Electronics and Electrical Systems and the Technologies for Integrated Systems
Authors: Niimi Yukihide 
Published: April 2015

AbstractVehicle electronics systems have progressed rapidly from their beginnings in the 1970s into the integrated control systems of today. This chapter describes the layering and structuring methods used in basic development of these complex and large‐scale vehicle electronics systems, the standardization and reuse of common parts in these systems, and activities to develop related international standards. Layering and structuring are outlined through a description of software structures and a motion control platform for longitudinal vehicle behavior. International standardization is covered in sections about automotive open system architecture (AUTOSAR) and functional safety standards.
Microcomputers and Related Technologies: Enlargement of Software Size, Algorithms, Architectures, Hierarchy Design, Functional Decomposition, and Standardization
Authors: Ishihara Hideaki 
Published: April 2015

Abstract

Automotive electronics have been advancing rapidly in the successful pursuit of environmental friendliness, safety, comfort, and convenience. These advancements have been achieved through the adoption of microcomputers, which now total to approximately 100 in each luxury car. This chapter describes the histories and future directions of automotive microcomputers, software, algorithms, architectures, hierarchy design, functional decomposition, and international standardization [
OSEK
(open systems and the corresponding interfaces for automotive electronics) and
AUTOSAR
(automotive open system architecture)], while considering semiconductor technologies and their applications in automotive electronics. These issues will continue to become increasingly important in the realization of further green and dependable automotive systems. The chapter describes the histories and future directions with regard to both microcomputers and software in automotive electronics, while considering semiconductor technologies and their applications.
Engine
ECU
Systems
Authors: Niimi Yukihide 
Published: April 2015

Abstract

The engine control parameters include the quantity of intake air, the amount of fuel injection, the ignition timing, and the opening and closing timing of the intake and exhaust valves. All of these parameters are controlled by the engine
ECU
. This chapter describes the hardware and software of the engine
ECU
system, as well as the fuel injection control, ignition control, and electronic throttle control as representative examples of engine controls.
Plastic Trim
Authors: Makenji Kylash , Cherrington Ruth 
Published: April 2015

AbstractPlastics are used throughout the interior, exterior, and under the hood of automotive vehicles. The use of plastics plays an important role in meeting the industry's needs. These include weight and cost reduction as well as end‐of‐life recycling issues. Within the interior, the material enables manufacturers to decorate with a wide range of colors, finishes, and effects. The use of plastic within the automotive industry is increasing and with 48% of the plastic content of vehicles used within the interior, it is important to consider the significance of this application. This chapter reviews the current usage of plastic within interior trim components and assesses the future trends that are likely to occur within the industry.
Metal Matrix Composites: Automotive Applications
Authors: Chawla Krishnan K. , Chawla Nikhilesh 
Published: April 2015

Abstract

A composite material is a manufactured material that consists of two or more physically and/or chemically distinct, suitably arranged phases with an interface separating them; the composite has characteristics not shown by any of the components in isolation. In this chapter, we provide a brief account of the processing, characteristics, and use of metal matrix composites in automotive vehicles. The term “
automotive vehicles
” includes passenger cars, sport utility vehicles, vans, trucks, buses, recreational vehicles, and the like.
Batteries
Authors: Furukawa Jun 
Published: April 2015

Abstract

This chapter describes a “battery” for power supply–storage function in a vehicle electrical system. Lead acid battery has been in an indispensable position for high durability in high temperature environment under the hood, cold starting capability, and low cost. The importance has been growing day by day with the increasing number of electric equipments and electric loads. The principle of charge and discharge reaction is introduced in Section 3. The manufacturing method and the type of automotive batteries such as maintenance‐free battery and
VRLA
(valve‐regulated lead acid) battery are introduced in Section 4. The degradation modes and the countermeasures are introduced in Section 6. And in Section 7, idling stop/start battery and capacitor hybrid‐type battery for latest vehicles are introduced.
Ligand‐Free Nickel‐Catalysed 1,4‐Addition of Arylboronic Acids to α,β‐Unsaturated Carbonyl Compounds
Authors: Chen Wen , Sun Lu , Huang Xi , Wang Jiayi , Peng Yanqing , Song Gonghua 
Published: April 2015

AbstractA simple and efficient ligand‐free nickel‐based catalytic system has been developed for the 1,4‐addition of arylboronic acids to α,β‐unsaturated carbonyl compounds. With catalyst loadings of 1–2 mol%, a series of 1,4‐adducts from chalcones and cinnamates was obtained in moderate to excellent yields within 5–30 min under a nitrogen atmosphere and microwave irradiation. The 1,4‐addition of arylboronic acids to acrylates is less efficient.magnified image
Synthesis of Unsymmetrical Diorganyl Chalcogenides under Greener Conditions: Use of an Iodine/DMSO System, Solvent‐ and Metal‐Free Approach
Authors: Saba Sumbal , Rafique Jamal , Braga Antonio L. 
Published: April 2015

AbstractHerein, we report a greener iodine‐catalyzed protocol to access different types of unsymmetrical diorganyl chalcogenides. This new approach works in the absence of solvent and metal. The desired products were obtained in good to excellent yields using one equivalent of arylboronic acids, half an equivalent of various diorganyl dichalcogenides, iodine (10 mol%) as a catalyst and 2 equivalents of dimethyl sulfoxide (DMSO; as oxidant), with a reaction time of 10 min under microwave irradiation.magnified image
2H‐Chromenes Generated by an Iron(III) Complex‐Catalyzed Allylic Cyclization
Authors: Calmus L. , Corbu A. , Cossy J. 
Published: April 2015

AbstractA straightforward method based on an iron(III) complex‐catalyzed cyclization of 2‐(1‐hydroxyallyl)phenols is reported to access a large variety of 2H‐chromenes. This method was applied to the total synthesis of a natural product, tephrowatsin B.magnified image
Fabrication of Thermal Intelligent Core/Shell Nanofibers by the Solution Coaxial Electrospinning Process
Authors: Rezaei Babak , Ghani Mozhdeh , Askari Mohsen , Shoushtari Ahmad Mousavi , Malek Reza Mohammad Ali 
Published: April 2015

ABSTRACTIn this study, the authors present a promising structure of shape‐stabilized phase change materials (PCMs) with remarkable thermal energy storage capacity as core/shell phase change nanofibers. In this regard, solutions of polyethylene glycol (PEG) (as an important category of PCMs) and cellulose acetate (CA) were used as core and shell solutions, respectively. Electrospinning with a coaxial spinneret was performed, and nanofibers with the mean diameter of 545 nm under the controlled condition were produced. The formation of the core/shell structure was verified by scanning electron microscopy, attenuated total reflection Fourier transform infrared spectroscopy, and transmission electron microscopy analyses. Moreover, thermogravimetric analysis results not only revealed the thermal stability improvement of PCM but also confirmed the presence of the core/shell structure too. Differential scanning calorimetry analysis was also performed to measure the thermal energy storage capacity of the core/shell phase change nanofibers before and after a thermal cyclic test. A major finding in the present study is that the thermal energy storage capacity of core/shell nanofibers after the thermal cyclic test is significantly higher (41.23 J/g) than initial one (14.77 J/g). Ultimately, it can be summarized that the special core/shell configuration provides desirable thermal stability and durability concurrently along with high thermal energy storage capacity.
Formulation Development and Optimization of Febuxostat Tablets by Direct Compression Method
Authors: Asif Uzma , Sherwani Asif K. , Akhtar Naheed , Shoaib Muhammad Harris , Hanif Muhammad , Qadir Muhammad Imran , Zaman Muhammad 
Published: April 2015

ABSTRACTThe aim of this study was to develop a simple and cost‐effective Febuxostat film coated tablet formulation by the direct compression method. To obtain the best optimized product, nine different formulations were developed using a central composite rotatable design. Avicel PH‐102, Magnesium stearate, and croscarmellose sodium were taken as independent variables. Micromeritic properties of powder blend showed excellent flow properties and were within USP limits. Tablets were compressed and before coating the core was tested for weight variations, hardness, thickness, friability disintegration, and dissolution. Tablets were film coated using hydroxypropyl methylcellulose 5cps, titanium dioxide, polyethylene glycol, and Instacoat blue, and again tested for the weight variations, assay, and single point dissolution. Three different dissolution media, i.e., 0.1 N HCl (pH 1.2) and phosphate buffer pH 4.5 and 6.8, were used for calculating the percentage release of Febuxostat and their release pattern was compared with an innovator brand by using the model‐independent methods such as similarity (f2), dissimilarity (f1), and model‐dependent methods such as first‐order, Hixson Crowell, and Weibull methods. The results revealed that Trial‐06 showed the maximum similarity, i.e., 81.18, 75.15, and 67.19 in three different pH dissolution media. Dissimilarity factor was also comparable in Trial 06, i.e., 5.21, 11.27, and 6.01 at pH 1.2, 4.5, and 6.8, respectively. Model‐dependent approaches showed the maximum r2 values for Trial 06, i.e., greater than 0.900 for all models in the above‐mentioned pH, whereas the overall release kinetics followed the Weibull model. Selected formulation was kept at 40 ± 5°C and 75 ± 2% relative humidity for accelerated stability studies, and no specific change was observed.
Dye‐Controlled Interfacial Electron Transfer for High‐Current Indium Tin Oxide Photocathodes
Authors: Huang Zhongjie , He Mingfu , Yu Mingzhe , Click Kevin , Beauchamp Damian , Wu Yiying 
Published: April 2015

AbstractEfficient sensitized photocathodes are highly desired for solar fuels and tandem solar cells, yet the development is hindered by the scarcity of suitable p‐type semiconductors. The generation of high cathodic photocurrents by sensitizing a degenerate n‐type semiconductor (tin‐doped indium oxide; ITO) is reported. The sensitized mesoporous ITO electrodes deliver cathodic photocurrents of up to 5.96±0.19 mA cm−2, which are close to the highest record in conventional p‐type sensitized photocathodes. This is realized by the rational selection of dyes with appropriate energy alignments with ITO. The energy level alignment between the highest occupied molecular orbital of the sensitizer and the conduction band of ITO is crucial for efficient hole injection. Transient absorption spectroscopy studies demonstrate that the cathodic photocurrent results from reduction of the photoexcited sensitizer by free electrons in ITO. Our results reveal a new perspective toward the selection of electrode materials for sensitized photocathodes.