omniomni/omni-engineering huggingface dataset:
Rubik R-25 Mokány. The Rubik R-25 Mokány, in  and sometimes known as the R-25 Standard (class), is a Hungarian  single seat Standard Class glider of all-metal construction, first flown in 1960.  It was one of a series of similar aircraft designed by Ernő Rubik.  Only one was built.

Design and development
In 1957 a team led by Ernő Rubik designed an all-metal glider, the R-23 Gébics, with a pod and boom fuselage, V-tail, fuselage mounted fan airbrakes and corrugated wing skinning. These features were carried forward into a series of gliders that included the R-25 Mokány.  This was designed to compete as a Standard Class glider, with a span increased to 15 m (49 ft 5½ in), and introduced a laminar flow NACA 64 series wing profile.

Its straight tapered, high cantilever wing has forward sweep on the trailing edge alone.  It is built around a single spar with a D-shaped torsion box formed by the corrugated leading section, the ridges running chordwise.  The wing is fabric covered aft of the spar, apart from an outer, metal skinned area carrying Frise ailerons.  The all moving V-tail, with 90° separation and fitted with anti-balance tabs, has similar construction and plan as the wings.

The metal skinned fuselage of the Mokány has a circular cross section from the tail forwards to a point a little behind the wing trailing edge where it develops into a deep ellipse, though maintaining the horizontal upper line forward to the leading edge. Beyond this, the cockpit is covered by a single piece blown canopy; the nose is sharply pointed. There is a fixed, partially enclosed and rubber sprung monowheel undercarriage, fitted with a brake and assisted by a small tail skid. Instead of the more usual wing mounted airbrakes, the Mokány has fuselage mounted brakes which open through 90° in fan fashion, with one on either side below the wings at about 25% chord.

The Mokány is fully aerobatic and equipped for cloud flying.

Aircraft on display

The sole Mokány, HA-4300, is on display in the Transport Museum of Budapest.

Specifications (R-25 Mokány)

Notes

References

1960s Hungarian sailplanes
Rubik aircraft
Aircraft first flown in 1960
High-wing aircraft
V-tail aircraft
Bristol Grampus. The Bristol Grampus was a British prototype biplane passenger aircraft proposed by the British and Colonial Aeroplane Company but not built.

Design and development
Following the end of the First World War, the British and Colonial Aeroplane Company looked at producing a general-purpose passenger or cargo aircraft. Frank Barnwell proposed a single-engined biplane for six passengers, powered by a  Siddeley Tiger engine and named Grampus I. The directors of the company thought it too large for the proposed market and were concerned about the supply of Tiger engines. Barnwell returned with a smaller three-passenger Grampus II powered initially by a  RAF 4a air-cooled engine which would be replaced by the Siddeley Lynx radial engine on production aircraft. The directors did not approve of the design, nor of two eight-passenger variants also proposed. In February 1920 the project was abandoned as none of the designs appeared to meet the criteria for an Air Ministry competition.

Variants
Type 31 Grampus I
Proposed six-passenger variant powered by a  Siddeley Tiger engine, not built.
Type 42 Grampus II
Proposed three-passenger variant powered by a  RAF 4a engine, not built.
Type 43 Grampus IV
Proposed eight-passenger variant powered by four Lucifer engines, not built.
Type 57 Grampus V
Proposed variant of the Grampus IV for the American market with two Hall-Scott engines, not built.

References
Notes

Bibliography
 

Grampus
1920s British airliners
Biplanes
Single-engined tractor aircraft
Abandoned civil aircraft projects of the United Kingdom
Diana Boulay. Diana Boulay (born November 22, 1946) is a Canadian artist known for her sculptures using recycled plastics and found objects.

Early life and education
Boulay received a BFA degree from the University of Quebec at Montreal in 1981.

Work
Boulay has been creating recycled plastic sculptures for over 45 years. Boulay's process involves preparing discarded plastics by color, creating monochrome scenarios by interlocking the objects without glue, support frames or paint. Using recycled materials is a central aspect of her practice; even her packing cases are discarded suitcases, used rolling cabinets and pizza carrying cases. Many of her acrylic showcases are "rejects" from manufacturers, aquariums, terrariums and/or other containers she finds at flea markets.

Thomas Frick of Art in America magazine reviewed her work in the January 1988 issue, commenting that "What strikes one most about Boulay-Dube's constructions is their playfulness and their paradoxical formal and material purity.  So far as I can discern, they entirely avoid any kind of irony or commentary that would limit their imaginative strength."

Her work is included in the collection of the Musée national des beaux-arts du Québec,

References 

1946 births
Living people
Artists from Montreal
Sculptors from Quebec
20th-century Canadian sculptors
20th-century Canadian women sculptors
Higher Technical School of Computer Engineering at UNED. The Higher School of Computer Engineering at UNED (, National University of Distance Education) is an institute of higher education in Spain, with an extensive network of collaborating institutions, that teaches and issues degrees in Computer Science Engineering, Computer Systems Engineer and Business Computing Engineering, as well as bachelors, masters and PhDs.

History  
The Higher School of Computer Engineering at UNED was established in 1991. Its creation was the response to a growing demand for computer science professionals with different degrees not only focused in computing but also in industry, business and research. In 2001 the school expanded its academic offering to include master's degrees. In 2010–2011 the academic content was adapted to the requirements of the European Higher Education Program, replacing the former degrees.

Academic offerings currently include the following:

 Computer engineering (five academic courses)
 Computer engineering degree (four academic courses)
 Information and Communication Technologies Engineering – IT Engineering (four academic courses)

School departments

 Computer Science and Languages
 Artificial Intelligence
 Automatics and Computer Science
 Software Engineering and Computer Systems
 Communication Systems and Control

Inter-faculty departments 

 Business Management
 Business Economics and Accounting
 Material Physics
 Statistic, Operative Investigation and Calculus
 Fundamentals Mathematics
 Applied Mathematics I
 Mechanic
 Electric, Electronics and Control Engineering
 Manufacturing Engineering

Research groups 

 Computer Systems and Language Department
 Natural Language Processing (NLP Group)
 Interactive Environments for Teaching-Learning (LTCS Group)

 Artificial Intelligence Department
 Research Center for Decision-making Intelligence Systems (CISIAD)
 aDeNu
 SIEA
 Intelligence Systems: Modelling, Development and Applications (SIMDA)

 Computer Systems and Automatic Department
 Modelling, simulation and process control
 Industrial computing

 Software Engineering and Computer Systems Department
 Software Quality
 Computer Graphics and Virtual Reality
 Software Engineering
 Robotics and Artificial Intelligence
 RFID Middleware

 Communication and Control Systems Department
 Parameter space, multi-frequency and fractional techniques for system control

External links 
 Academic Ranking of World UniversitiesCSIC
 Centers abroad

References

Engineering universities and colleges in Spain
National University of Distance Education
Trimethylsilane. Trimethylsilane is the organosilicon compound with the formula (CH3)3SiH. It is a trialkylsilane. The Si-H bond is  reactive. Being a gas, it is less commonly used as a reagent than the related triethylsilane, which is a liquid at room temperature.

Trimethylsilane is used in the semiconductor industry as precursor to deposit dielectrics and barrier layers via plasma-enhanced chemical vapor deposition (PE-CVD). It is also used a source gas to deposit TiSiCN hard coatings via plasma-enhanced magnetron sputtering (PEMS). It has also been used to deposit silicon carbide hard coatings via low-pressure chemical vapor deposition (LP-CVD) at relatively low temperatures  under 1000 °C. It is an expensive gas but safer to use than silane (SiH4); and produces properties in the coatings that cannot be undertaken by multiple source gases containing silicon and carbon.

See also
 Dimethylsilane
 Trimethylsilyl functional group

References

Carbosilanes
Trimethylsilyl compounds
Current of injury. The current of injury – also known as the demarcation current, hermann's demarcation current or injury potential – is the electric current from the central part of the body to an injured nerve or muscle, or to another injured excitable tissue. The injured tissue has a negative voltage compared to the central part of the body.

History
The concept originates from the research of Carlo Matteucci and Emil du Bois-Reymond in the mid-19th century. It has later occasionally been used in physiology textbooks, but is now mostly used in connection with heart damages (as listed in e.g. the index of Guyton's Textbook of Medical Physiology). Such manifestations in the heart may be seen in the electrocardiogram as Osborn waves.

It has been found by Elmer J. Lund that establishing an artificial electrical field causing a current mimicking the current of injury could facilitate regeneration.  This potential for a regeneration therapy was further studied by Robert O. Becker, who described this work in his book The Body Electric. He found that the current of injury runs through the perineurium – through the myelin sheaths of the peripheral nerves.

References

Nervous system
MARTINI. Martini is a coarse-grained (CG) force field developed by Marrink and coworkers at the University of Groningen, initially developed in 2004 for molecular dynamics simulation of lipids, later (2007) extended to various other molecules. The force field applies a mapping of four heavy atoms to one CG interaction site and is parametrized with the aim of reproducing thermodynamic properties.

In 2021, a new version of the force field has been published, dubbed Martini 3.

Overview 
For the Martini force field 4 bead categories have been defined: Q (charged), P (polar), N (nonpolar), and C (apolar). These bead types are in turn split in 4 or 5 different levels, giving a total of 20 beadtypes. For the interactions between the beads, 10 different interaction levels are defined (O-IX). The beads can be used at normal size (4:1 mapping), S-size (small, 3:1 mapping) or T-size (tiny, 2:1 mapping). The S-particles are mainly used in ring structures whereas the T-particles are currently used in nucleic acids only. Bonded interactions (bonds, angles, dihedrals, and impropers) are derived from atomistic simulations of crystal structures.

Use 
The Martini force field has become one of the most used coarse grained force fields in the field of molecular dynamics simulations for biomolecules. The original 2004 and 2007 papers have been cited 1850 and 3400 times, respectively. The force field has been implemented in three major simulation codes: GROningen MAchine for Chemical Simulations (GROMACS), GROningen MOlecular Simulation (GROMOS), and Nanoscale Molecular Dynamics (NAMD). Notable successes are simulations of the clustering behavior of syntaxin-1A, the simulations of the opening of mechanosensitive channels (MscL) and the simulation of the domain partitioning of membrane peptides.

Parameter sets

Lipids 
The initial papers contained parameters for water, simple alkanes, organic solvents, surfactants, a wide range of lipids and cholesterol. They semiquantitatively reproduce the phase behavior of bilayers with other bilayer properties, and more complex bilayer behavior.

Proteins 
Compatible parameters for proteins were introduced by Monticelli et al.. Secondary structure elements, like alpha helixes and beta sheets (β-sheets), are constrained. Martini proteins are often simulated in combination with an elastic network, such as Elnedyn, to maintain the overall structure. However, the use of the elastic network restricts the use of the Martini force field for the study of large conformational changes (e.g. folding). The GōMartini approach introduced by Poma et al. removes this limitation.

Carbohydrates 
Compatible parameters were released in 2009.

Nucleic acids 
Compatible parameters were released for DNA in 2015 and RNA in 2017.

Other 
Parameters for different other molecules, including carbon nanoparticles, ionic liquids,  and a number of polymers, are available from the Martini website.

See also 
 GROMACS
 VOTCA
 Comparison of software for molecular mechanics modeling
 Comparison of force field implementations

References

External links 
 

Force fields (chemistry)
ChS3. The ChS3 () is a type of 4-axle passenger direct current (catenary voltage of 3 kV) electric locomotive, manufactured in 1961, which was used in the Soviet Union and the Russian Federation. In 1960, due to the increase in passenger trains, the Skoda factory was ordered to design and produce a more powerful locomotive type than the ChS1. The plant's management decided to base the new electric locomotives on the ChS1 class of locomotive. Therefore, the more powerful AL4846eT traction motors and traction drive were installed in the experimental ChS1 locomotive (which had the factory designation 29E0). Thus, the ChS3 design was an improved version of the ChS1.

Production
All 87 ChS3 locomotives were built in 1961.

Service
The ChS3 started off serving the Moscow-Kharkov line, before being transferred to the Trans-Siberian Railway, where they operated until 1991. They were often used in pairs. They were gradually replaced with electric ChS2 locomotives.

Standard gauge version
A  version was produced by Skoda for Czechoslovakia ČSD Class E 499.1 and Poland PKP class EP05.

The Polish PKP class ET40 Bo-Bo+Bo-Bo locomotive was also based on the design of the ChS3.

Gallery

See also
 The Museum of the Moscow Railway, at Paveletsky Rail Terminal, Moscow
 Rizhsky Rail Terminal, Moscow, Home of the Moscow Railway Museum
 Varshavsky Rail Terminal, St.Petersburg, Home of the Central Museum of Railway Transport, Russian Federation
 History of rail transport in Russia

References 
 Rakov VA Electric CHS1 and CHS3 series / / Locomotives domestic railways 1956 - 1975. - Moscow: Transport, 1999. - S. 52 - 53. - 

Škoda locomotives
Electric locomotives of Russia
Electric locomotives of the Soviet Union
Bo′Bo′ locomotives
Railway locomotives introduced in 1961
5 ft gauge locomotives
Barium orthotitanate. Barium orthotitanate is the inorganic compound with the chemical formula Ba2TiO4.  It is a colourless solid that is of interest because of its relationship to barium titanate, a useful electroceramic.

Structure

The solid has two known phases: a low-temperature (β) phase with P21/n symmetry and a high-temperature (α) phase with P21nb symmetry. The structure of Ba2TiO4 is unusual among the titanates because its titanium atoms sit in a four-oxygen tetrahedron rather than a six-oxygen octahedron.

Production
It forms as white crystals from a melt of BaCl2, BaCO3 and TiO2 or from just sintering BaCO3 and TiO2. Another method of preparation is heating pellets of Ba(OH)2 and TiO2. Additionally, there are polymer precursor, sol-gel and reverse micellar routes to Ba2TiO4 synthesis. Ba2TiO4 has also been successfully grown as a thin film with chemical vapor deposition.

Properties
 Room temperature entropy – 47.0 cal/deg. mol 
 Dielectric constant – 20 (at 100 kHz) 
 It is hygroscopic and decomposes with swelling in moist air.

Barium orthotitanate can remove up to 99.9% of  from a high-temperature gas stream by the reaction:
  +  →   +

References

Titanates
Barium compounds
KOLOS. KOLOS is a wave-dissipating concrete block intended to protect coastal structures like seawalls and breakwaters from the ocean waves. These blocks were developed in India by Navayuga Engineering Company and were first adopted for the breakwaters of the Krishnapatnam Port along the East coast of India.

Design

KOLOS has been conceptualized by incorporating structural improvements to existing armour units, Dolos. The common failure modes for Dolos were found to be either at the shank due to torsion and at the fluke by bending-induced shear. The higher structural stresses are caused largely due to the longer lever arm. The elongated shank length of the Dolos was shrunken by 21.4% in KOLOS. The material thus saved compensates for thickening the legs of KOLOS.

KOLOS is characterized by a central shorter concrete member and two outer elongate concrete members connected on opposites sides of the central member. The outer members have parallel longitudinal axes extending normal to the longitudinal axis of the central member. These members have an octagonal cross-section and are further configured such that their cross-sectional area decreases from its intermediate portion towards opposite ends thereof.

Casting and transportation

KOLOS are fabricated using plain cement concrete. To fabricate KOLOS, three piece steel moulds are used which facilitate easy de-moulding. De-moulding is usually carried out after 24 hours of concrete casting.

A single KOLOS unit can weigh from 1.5 tons to  12 tons.

Lifting the units is done after three days of curing. The units are transferred from the casting bed to the stacking yard. Lifting of the units is done by slinging and hoisting with a crane. Trucks are used for the short haul to the breakwater.

Placement
KOLOS are randomly placed on rubble mound breakwaters in two layers. Like most of the concrete armour units, the hydraulic stability of KOLOS is dictated by its self weight and interlocking with surrounding units. KOLOS is found to have almost the same level of porosity as Dolos with a layer coefficient of 1. The random placement of the units facilitates increased rate of placement and less dependence on complex placement techniques. A damage level of 0.5% is allowable in the design of KOLOS armour layer without inflicting  damage to the underlayers of the breakwater.

See also

References

External links
 POSIBLOC™ system for placement aid of concrete blocks

Coastal engineering
Wave-dissipating concrete blocks
Indian inventions
Veikko Muronen. (21 October 1927 – 13 January 2006) was a Finnish MSc (diplomi-insinööri) and heavy vehicle designer. He worked as a manager of the Engineering Department of Vanajan Autotehdas (VAT) and later Suomen Autoteollisuus (SAT). Muronen is best known as the inventor of Vanaja lifting tandem system and designer of the last Vanaja series, "Muros-Vanaja".

Early life and studies 
Muronen's parents were Ivan Mironov and Tanja née Fadjukov. After graduating from Hämeenlinna upper secondary school in 1946 Muronen went to study mechanical engineering in Tampere University of Technology. He graduated in 1953. He started his career in VTT as researcher after which he was employed by A. Ahlström Varkaus factory, where he worked as designer.

Career in Vanaja 
By the end of 1950's competition in heavy vehicle market had got harder; the post-war shortage was over and the supply of heavy vehicles had grown. In 1955 Vanajan Autotehdas in Hämeenlinna was seeking for a person who could design a good logging vehicle. Muronen got the post. He started as a chief engineer and later he became production manager in the factory.

The most important innovation of Muronen, Vanaja's full-load lifting tandem axle system, was represented in January 1957. The innovation was preponderant compared to the similar systems of the competitors.

Afterwards Muronen named Vanaja T6-69/5000+1200 his most important work. The vehicle was powered by turbocharged AEC AVT690 engine, 15-speed Fuller RTO915 gearbox and Muronen's hydraulically operated lifting tandem. The lorry was regarded as a successful combination.

Muronen participated also in bus chassis designing. in 1968 VAT introduced model LK6-69 with a horizontally mounted AEC AH 691 engine and a so-called rolling suspension bellows suspension. The rear axle was equipped with four air bellows when the competitors' corresponding systems only included two bellows. The solution improved passenger comfort significantly.

Shortly after VAT merged with Suomen Autoteollisuus Muronen was appointed to lead the Engineering department of the new SAT organisation.

The Vanaja lifting tandem axle system was adopted to Sisu's after the merger. SAT took some attempts of co-operation with other heavy vehicle producers to produce the lifting tandem also for other makes, but only few lifting tandems were mounted on Iveco's in the Hämeenlinna factory.

Muronen's lifting tandem is still in use in Sisu products.

Later career 
Muronen moved to bus coach factory Wiima in 1982. He worked as technical director. After that he worked as public transport system consultant before he retired: in 1982–1987 Muronen lead first Portuguese, then Saudi Arabian and finally Brazilian bus factories. He worked for a short time as project manager in Iisalmi and supervised reorganising of production in a Greek bus factory.

Private life 
Muronen had two children with his wife Ulla. He tended to spend his free time in his summer cottage together with his family. Muronen got a private pilot licence in 1960's.

References 

1927 births
2006 deaths
20th-century Finnish engineers
Automotive engineers
Sisu Auto
Vanajan Autotehdas