omniomni/omni-engineering huggingface dataset:
Intelligent Diesel Engine. MAN B&W diesel and New Sulzer Diesel are developing “smart” camshaftless engines utilizing electronically controlled fuel injection and exhaust valve actuation systems. Research and development has advanced so that smart low-speed diesel engines are being installed in new ships.

Intelligent System
The concept of the intelligent engine revolves around the idea that the engine is thinking for itself. The brain of the system is an electronic control system that analyzes the condition of the engine and the operation of the engine’s system (The fuel injection, exhaust valve, cylinder lube oil and turbo charging system). Along with the control and timing needed to make the diesel run smoothly, the intelligent diesel goes beyond that by monitoring and evaluating the condition of the engine, based on engine conditions the smart system can actively protect the engine from damage due to overload, lack of maintenance and maladjustment. The intelligent engines’ finite control gives the bridge the ability to manually adjust more variables than the current camshaft system. Along with manual controls, operators can specifically design programs that optimize fuel economy, emission, turbo output, allowing for high performance under different loads.

Replacing the Camshaft
The convenience of the camshaft is that not only does it keep the timing of the opening and closing valves and injecting fuel through its cams, it is also responsible for the mechanical force that is required to actually open and close the valves and power the port and helix fuel pump. The camshaftless intelligent system uses the rotation of the engine to power an axial piston pump that pressurizes a hydraulic oil system. The potential energy from the hydraulic pressure is directed by the electronically controlled servo system to drive InFI (Intelligent Fuel Injection) and InVA (Intelligent Valve Actuation) systems.

Improving the Marine Diesel Engine
The intelligent, camshaftless Diesel engines offer several potential improvements for marine diesel main engines such as variable electronically controlled timing of fuel injection and exhaust valves for lower specific fuel consumption and higher performance. The electronic controls also offer lower RPM for manoeuvering, including better astern and crash stop performance. With the smarter InFI system the ship operator can more precisely control fuel consumption and improve emission characteristics. The highly integrated monitoring system allows for the potential of longer time between overhauls by equalizing the thermal load between cylinders.

The Smart Diesel in Service
The Bow Cecil chemical tanker was one of the first ships built with an Intelligent main propulsion engine. The success of the MAN diesel 7S50ME-c engine in Bow Cecil, proved to the industry that intelligent diesel is a viable option.

References

Diesel engines
Center of pressure (terrestrial locomotion). In biomechanics, center of pressure (CoP) is the term given to the point of application of the ground reaction force vector.  The ground reaction force vector represents the sum of all forces acting between a physical object and its supporting surface. Analysis of the center of pressure is common in studies on human postural control and gait. It is thought that changes in motor control may be reflected in changes in the center of pressure. In biomechanical studies, the effect of some experimental condition on movement execution will regularly be quantified by alterations in the center of pressure.

The center of pressure is not a static outcome measure. For instance, during human walking, the center of pressure is near the heel at the time of heelstrike and moves anteriorly throughout the step, being located near the toes at toe-off. For this reason, analysis of the center of pressure will need to take into account the dynamic nature of the signal. In the scientific literature various methods for the analysis of center of pressure time series have been proposed.

Measuring CoP

CoP measurements are commonly gathered through the use of a force plate. A force plate gathers data in the anterior-posterior direction (forward and backward), the medial-lateral direction (side-to-side) and the vertical direction, as well as moments about all 3 axes. Together, these can be used to calculate the position of the center of pressure relative to the origin of the force plate.

Relationship to balance

CoP and center of gravity (CoG) are both related to balance in that they are dependent on the position of the body with respect to the supporting surface. Center of gravity is subject to change based on posture. Center of pressure is the location on the supporting surface where the resultant vertical force vector would act if it could be considered to have a single point of application.

A shift of CoP is an indirect measure of postural sway and thus a measure of a person’s ability to maintain balance. People sway in the anterior-posterior direction (forward and backward) and the medial-lateral direction (side-to-side) when they are simply standing still. This comes as a result of small contractions of muscles in the body to maintain an upright position. An increase in sway is not necessarily an indicator of poorer balance so much as it is an indicator of decreased neuromuscular control, although it has been noted that postural sway is a precursor to a fall.

Notes

References
 Benda, B.J., Riley, P.O. and Krebs, D.E. (1994). Biomechanical relationship between center of gravity and center of pressure during standing. IEEE Transactions on Rehabilitation Engineering, 2(1), 3-10.
 Fernie, G.R, Gryfe, C.I., Holliday, P.J., and Llewellyn, A. (1982). The relationship of postural sway in standing to the incidence of falls in geriatric subjects. Age and Ageing, 11(1), 11-16.
 Gribble, P.A., Hertel, J. (2004). Effect of Lower-Extremity Fatigue on Postural Control. Archives of Physical Medicine Rehabilitation and Rehabilitation, 85, 589-592.

Biomechanics
Walking
Pressure
Timm Aerocraft 2AS. The Aerocraft 2AS is a tandem-seat training aircraft developed from the Kinner Sportwing.

Design and development
Timm formed the Wally Timm Company in Glendale, California. He purchased the rights to the Kinner Sportwing, a side-by-side monoplane training aircraft and modified it as a tandem-seat trainer to compete for the Civilian Pilot Training Program build-up prior to World War II. The prototype received ATC# 733 on January 1, 1941. The Timm Aerocraft 2AS lost out to a Fairchild design. The design was sold to Aetna Aircraft, with only six examples produced.

The Aerocraft is a conventional landing gear equipped, strut-braced, low-winged monoplane with open cockpit tandem seating and a Kinner R-5 radial engine. The fuselage is welded steel tubing with aircraft fabric covering. The wing uses wooden spars and ribs with fabric covering.

Operational history
The prototype aircraft was test flown by longtime Timm associate Frank Clarke in 1941.

An Aetna 2AS won the Antique Champion award at the 1985 EAA Airshow at Oshkosh, Wisconsin.

The sole surviving Timm 2AS, the fourth to be built, is preserved in an airworthy condition at the Iowa Aviation Museum and Hall of Fame located at Greenfield, Iowa.

Specifications (Timm Aerocraft 2AS)

See also

References

Notes

Bibliography

 Juptner, Joseph P. U.S. Civil Aircraft Series, Volume 8. New York: McGraw-Hill Professional, 1993. .
 Ogden, Bob. Aviation Museums and Collections of North America. Air-Britain (Historians) Ltd. 2007. Tonbridge, Kent. .
 Underwood, John. Grand Central Air Terminal. Mount Pleasant, South Carolina: Arcadia Publishing, 2006. .

1930s United States military trainer aircraft
Aerocraft 2AS
Eurocode 5: Design of timber structures. In the Eurocode series of European standards (EN) related to construction, Eurocode 5: Design of timber structures (abbreviated EN 1995 or, informally, EC 5) describes how to design buildings and civil engineering works in timber, using the limit state design philosophy. It was approved by the European Committee for Standardization (CEN) on 16 April 2004. It applies for civil engineering works from solid timber, sawn, planed or in pole form, glued laminated timber or wood-based structural products, (e.g. LVL) or wood-based panels jointed together with adhesives or mechanical fasteners and is divided into the following parts.

EN Eurocode 5 is intended to be used in conjunction with:

EN 1990: Eurocode - Basis of structural design;
EN 1991: Eurocode 1 - Actions on structures;
hENs, ETAGs and ETAs: for construction products relevant to timber structures;
EN 1998: Eurocode 8 - Design of structures for earthquake resistance, when timber structures are built in seismic regions.

Part 1-1: General — Common rules and rules for buildings
EN 1995-1-1 gives general design rules for timber structures together with specific design rules for buildings.

Contents
 General
 Basis of design
 Materials
 Durability
 Basis of Structural analysis
 Ultimate limit states
 Serviceability limit states
 Connections with metal fasteners
 Components and assemblies
 Structural detailing and control.

Part 1-2: General - Structural fire design

EN 1995-1-2 deals with the design of timber structures for the accidental situation of fire exposure and is intended to be used in conjunction with EN 1995-1-1 and EN 1991-1-2:2002. EN 1995-1-2 only identifies differences from, or supplements normal temperature design and deals only with passive methods of fire protection. Active methods are not covered.

Part 2: Bridges

EN 1995-2 gives general design rules for the structural parts of bridges, i.e. structural members of importance for the reliability of the whole bridge or major parts of it, made of timber or other wood-based materials, either singly or compositely with concrete, steel or other materials.

External links
The EN Eurocodes
EN 1995: Design of timber structures
EN 1995: Design of timber structures - "Eurocodes: Background and applications" workshop 

01995
5
Wooden buildings and structures
Eurocode 6: Design of masonry structures. In the Eurocode series of European standards (EN) related to construction, Eurocode 6: Design of masonry structures (abbreviated EN 1996 or, informally, EC 6) describes how to design buildings and civil engineering works, or parts thereof, in unreinforced, reinforced, prestressed and confined masonry, using the limit state design philosophy. It was approved by the European Committee for Standardization (CEN) on 23 June 2005.

EN 1996 deals only with the requirements for resistance, serviceability and durability of masonry structures and is divided into the following parts.

Part 1-1: General - Common rules and rules for buildings

In EN 1996-1-1, the basis for the design of buildings and civil engineering works in masonry is given, which deals with unreinforced masonry and reinforced masonry where the reinforcement is added to provide ductility, strength or improve serviceability.

Contents

 General
 Basis of design
 Materials
 Durability
 Structural analysis
 Ultimate limit states
 Serviceability limit states
 Detailing
 Execution.

Part 1-2: General rules - Structural fire design

EN 1996-1-2 deals with the design of masonry structures for the accidental situation of fire exposure, and is intended to be used in conjunction with EN 1996-1-1, EN 1996-2, 1996-3 and EN 1991-1-2. This part only identifies differences from, or supplements to, normal temperature design and it deals only with passive methods of fire protection. Active methods are not covered.

Part 2: Design, selection of materials and execution of masonry

EN 1996-2 provides the necessary Principles and Application Rules for masonry to be designed and constructed satisfactorily in order to comply with the design assumptions of other parts of EN 1996.

Part 3: Simplified calculation methods for unreinforced masonry structures

EN 1996-3 provides simplified calculation methods or simple rules to facilitate the design of particular types of masonry walls.

External links
The EN Eurocodes
EN 1996: Design of masonry structures
EN 1996: Design of masonry structures - "Eurocodes: Background and applications" workshop 

01996
Masonry buildings and structures
6
Nagi Naganathan. Nagi Ganapathy Naganathan is the current president of the Oregon Institute of Technology and the former dean of the College of Engineering at the University of Toledo.

Education 
Naganathan received his bachelor's degree in mechanical engineering from Regional Engineering College, Tiruchirappalli (now known as National Institute of Technology, Tiruchirappalli), master's degree in mechanical and industrial engineering from Clarkson University and his doctorate of philosophy degree in mechanical engineering from Oklahoma State University.

Career 
Born in Madras, India; he was named interim president of the University of Toledo serving since July 1, 2014. In November 2016, Naganathan was selected as president of the Oregon Institute of Technology. National Institute of Technology, Tiruchirappalli awarded him the Distinguished Alumnus Award in 2007.

In 2021, faculty at Oregon Institute of Technology held a vote of no confidence in Naganathan, citing a disregard of university policy, shared governance, and fiscal management. The vote passed with approval from roughly 92% of faculty.

References

External links
 https://web.archive.org/web/20120705045644/http://www.eng.utoledo.edu/mime/~nnaganat/

Year of birth missing (living people)
Living people
Oregon Institute of Technology
American mechanical engineers
Indian mechanical engineers
Heads of universities and colleges in the United States
National Institute of Technology, Tiruchirappalli alumni
University of Toledo faculty
Di-n-propyl ether. Dipropyl ether is the symmetrical ether of two n-propyl groups. It is a colorless, flammable liquid with a sweet odor typical of ethers.

Preparation

Acid catalyzed ether synthesis

Dipropyl ether can be synthesized by reacting two molecules of n-propanol in the presence of p-toluenesulfonic acid (a strong acid) and heat, in the same way other symmetrical ethers may be formed.

Williamson ether synthesis

This ether may also be prepared by way of the Williamson ether synthesis in which n-propoxide, the conjugate base of n-propanol, is reacted with an n-propyl halide:

Safety

As is typical of ethers, dipropyl ether may slowly form explosive organic peroxides over long periods in storage. Antioxidants such as butylated hydroxytoluene are often added to ethers to prevent this process.

Due to the shock and light sensitive nature of organic peroxides, dipropyl ether should never be boiled or evaporated to dryness. This concentrates peroxides that may be present, which can then detonate unexpectedly destroying the vessel in which they have deposited or igniting nearby flammable liquids.

See also
 Diisopropyl ether

References

Dialkyl ethers
Symmetrical ethers
Sweet-smelling chemicals
HTTP Speed+Mobility. HTTP Speed+Mobility was an experimental open-specification communication protocol developed primarily at Microsoft for transporting web content. HTTP Speed+Mobility was similar to HTTP, with particular goals to reduce web page load latency and improve web security. As a revision of Google's SPDY protocol, Microsoft's HTTP Speed+Mobility protocol achieved reduced latency through SPDY's use of compression, multiplexing, and prioritization.

Relation to HTTP
HTTP Speed+Mobility, does not replace HTTP. Rather, it modifies the way HTTP requests and responses are sent over the wire; this means that all the existing server-side applications can be used without modification if a SPDY-compatible translation layer is put in place. When sent over SPDY, the HTTP requests are processed, tokenized, simplified and compressed. For example, each SPDY end-point keeps track of which headers have been sent in the past requests and can avoid resending the headers that have not changed; those that must be sent are sent compressed.

In developing HTTP Speed+Mobility, Microsoft built upon both Google's proven SPDY protocol and on WebSocket, which is a web technology providing for bi-directional, full-duplex communications channels over a single TCP connection.

Besides support of the framing of WebSockets, changes from SPDY include the following: taking mobile phones and other low-power devices into account and the removal of SPDY’s obligatory use of CPU-intensive features encryption, compression, and server-side push.

The IETF working group for HTTPbis has begun working on HTTP/2 and chose SPDY as the starting point.

See also
 SPDY
 HTTP pipelining
 HTTP persistent connection
 WebSocket
 Waka (protocol)

References

External links
 Speed and Mobility: An Approach for HTTP 2.0 to Make Mobile Apps and the Web Faster

Network protocols
SM
Alf Scott-Hansen Jr.. Alf Scott-Hansen (22 December 1903 – 1961) was a Norwegian engineer and film director.

He was born in Kristiania as a son of port director Alf Scott-Hansen Sr. (1870–1930) and his wife Lalla Wiborg (1869–1953). He was a nephew of Commander Sigurd Scott-Hansen.

He finished his secondary education in 1922, served in the King's Guard before studying electrical engineering at his father's alma mater, the Dresden University of Technology. The studies in Dresden were interrupted and he instead graduated in engineering from Edinburgh in 1928. He worked in Siemens in Norway until 1942, then in Sønnico from the early 1950s to his death.

He was married to actress Wenche Foss from 1939. Before the marriage was dissolved, the couple were active socialites in Norway's capital. During this period Scott-Hansen also forayed into the film industry, directing the films Rikard Nordraak in 1945 and Trollfossen in 1948. During parts of the occupation of Norway by Nazi Germany, he was imprisoned in Grini concentration camp from April to November 1942.

On 16 July 1961 he was found deceased at his cabin in Skåtøy, where he was vacationing alone.

References

External links
 The family tree of Alf Scott-Hansen on Geni.com

1903 births
1961 deaths
Norwegian expatriates in Germany
Norwegian expatriates in the United Kingdom
Alumni of the University of Edinburgh College of Science and Engineering
20th-century Norwegian engineers
Norwegian film directors
Grini concentration camp survivors
Richard Yemm. Richard Yemm is the British inventor of the Pelamis Wave Energy Converter and was director of the former Pelamis Wave Power, a company he founded in Edinburgh in 1998.  In 2014 he co-founded a new company, Quoceant, who are engineering consultants specializing in marine energy and technology innovation.

Biography
Yemm studied mechanical engineering at the University of Edinburgh from 1985 to 1989, graduating with a first class honours degree. As an undergraduate, he was also awarded a Half Blue for sailing in 1986–87 by the Edinburgh University Sports Union, denoting performance to a high standard. He completed his PhD in 1994 under Professor Stephen Salter, former Saltire Prize medallist and inventor of the Edinburgh duck wave energy device.

He went on to pursue a career as a self-employed design and development engineer on renewable energy projects, gaining experience in the wind energy industry. He invented the Pelamis Wave Energy Converter for generating electricity from marine waves, and established Ocean Power Delivery Ltd in 1998 to develop the product. The company is now called Pelamis Wave Power Ltd. Yemm was CEO until August 2007, raising substantial investment and gaining commercial orders from 2005 onwards. He then became CTO of the company.

Yemm was Chairman of the Board of Scottish Renewables trade association for over five years, and is active in promoting renewable and wave energy.

Recognition
In March 2012 Yemm was presented with the Saltire Prize medal by Scottish First Minister Alex Salmond. The chief executive of Scottish Renewables, Niall Stuart, said, "Richard Yemm will undoubtedly be looked upon as one of the most influential people to the development of Scotland's marine industry; from the drawing board to grid connected devices and making important steps to commercial scale projects."

References

External links
Pelamis Wave Power Ltd website
Quoceant Ltd website

21st-century Scottish inventors
Alumni of the University of Edinburgh College of Science and Engineering
Scottish mechanical engineers
Scottish company founders
Living people
People associated with renewable energy
Year of birth missing (living people)
20th-century Scottish inventors
Thomas Walmsley and Sons. Thomas Walmsley and Sons was a company that manufactured wrought iron. It was founded in 1866 or 1869 by Thomas Walmsley at the Atlas Forge on a site bounded by Bridgeman Street and Fletcher Street in Bolton, then in Lancashire, England. The forge had at least 16 puddling furnaces and forging and rolling mills.

In 1874 a Rastrick boiler at the forge exploded, causing six fatalities.

Production lasted for more than 100 years until 1975 when it was the last plant in the United Kingdom to produce wrought iron. Much of the plant, the wrought iron rolling mill, the Rastrick boiler and the steam engine that powered it were preserved in working order by the Ironbridge Gorge Museum Trust for its Blists Hill museum where it is used to demonstrate the process to visitors.  A steam hammer supplied to the company by Nasmyth & Wilson of Patricroft is preserved outside Bolton University.

After 1975 the company became steel stockholders as 'Walmsley Steelstock' and closed in 1984.

Walmsley family
Thomas Walmsley was born in 1812 and became an iron agent and tinplate worker in 1845 in Oxford Street, Bolton. In 1869 he was an agent for the Grosmont pig iron and Bowling Iron Company from the Phoenix Ironworks in Crook Street. He had set up his own iron works by 1869. He was Mayor of Bolton from 1869 to 1871. He died in 1890 and the business passed to his son, Richard and subsequently to Richard's sons, Reginald and Ernest.

References

Notes

Bibliography 

Industrial Revolution
Companies based in Bolton
History of Bolton