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EXPERIMENTAL AND NUMERICAL INVESTIGATION OF RAILRAOD VEHICLE BRAKING DYNAMICS

One of the important issues associated with the use of trajectory coordinates in railroad vehicle dynamic algorithms is the ability of such coordinates to deal with braking and traction scenarios. In these algorithms, track coordinate systems that travel with constant speeds are introduced. As a result of using a prescribed motion for these track coordinate systems, the simulation of braking and/or traction scenarios becomes difficult or even impossible. The assumption of the prescribed motion of the track coordinate systems can be relaxed, thereby allowing the trajectory coordinates to be effectively used in modelling braking and traction dynamics. One of the objectives of this investigation is to demonstrate that by using track coordinate systems that can have an arbitrary motion, the trajectory coordinates can be used as the basis for developing computer algorithms for modelling braking and traction conditions. To this end, a set of six generalized trajectory coordinates is used to define the configuration of each rigid body in the railroad vehicle system. This set of coordinates consists of an arc length that represents the distance travelled by the body, and five relative coordinates that define the configuration of the body with respect to its track coordinate system. The independent non-linear state equations of motion associated with the trajectory coordinates are identified and integrated forward in time in order to determine the trajectory coordinates and velocities. The results obtained in this study show that when the track coordinate systems are allowed to have an arbitrary motion, the resulting set of trajectory coordinates can be used effectively in the study of braking and traction conditions. The results obtained using the trajectory coordinates are compared with the results obtained using the absolute Cartesian-coordinate-based formulations, which allow modelling braking and traction dynamics. In addition to this numerical validation of the trajectory coordinate formulation in braking scenarios, an experimental validation is also conducted using a roller test rig. The comparison presented in this study shows a good agreement between the obtained experimental and numerical results

Keratoconus progression in patients with allergy and elevated surface matrix metalloproteinase 9 Point-of-Care Test

PURPOSE: To assess keratoconus (KC) progression in patients with allergies who also tested positive to surface matrix metalloproteinase 9 (MMP-9) point-of-care test. METHODS: Prospective comparative study including 100 stage I-II keratoconic patients, mean age 16.7±4.6 years. All patients underwent an anamnestic questionnaire for concomitant allergic diseases and were screened with the MMP-9 point-of-care test. Patients were divided into two groups: patients KC with allergies (KC AL) and patients KC without allergies (KC NAL). Severity of allergy was established by papillary subtarsal response grade and KC progression assessed by Scheimpflug corneal tomography, corrected distance visual acuity (CDVA) measurement in a 12-month follow-up. RESULTS: The KC AL group included 52 patients and the KC NAL group 48. In the KC AL group, 42/52 of patients (81%) were positive to MMP-9 point-of-care test versus two positive patients in the KC NAL group (4%). The KC AL group data showed a statistically significant decrease of average CDVA, from 0.155±0.11 to 0.301±0.2 logarithm of the minimum angle of resolution (P<0.005) at 12 months; Kmax value increased significantly, from 50.2 D±2.7 to 55.2 D±1.9 on average. The KC NAL group revealed a slight KC progression without statistically significant changes. Pearson correlation test showed a high correlation between Kmax worsening and severity of PSR in the KC AL group. CONCLUSIONS: The study demonstrated a statistically significant progression of KC in patients with concomitant allergies, positive to MMP-9 point-of-care test versus negative. A high correlation between severity of allergy and KC progression was documented

High gradient test of a 3 GHz single-cell cavity

Pro­ton and car­bon ion beams pre­sent ad­van­ta­geous depth-dose dis­tri­bu­tions with re­spect to X-rays. Car­bon ions allow a bet­ter con­trol of "ra­diore­sis­tant" tu­mours due to their high­er bi­o­log­i­cal re­sponse. For deep-seat­ed tu­mours pro­ton and car­bon ion beams of some nA and en­er­gies of about 200 MeV and 400 MeV/u re­spec­tive­ly are need­ed. For these ap­pli­ca­tions TERA pro­posed the "cy­clinac": a high-fre­quen­cy linac which boosts the hadrons ac­cel­er­at­ed by a cy­clotron. The di­men­sions of the com­plex can be re­duced if high­er ac­cel­er­at­ing gra­di­ents are achieved in the linac. To test the max­i­mum achiev­able fields, a 3 GHz cav­i­ty has been built by TERA. The 19 mm-long cell is fore­seen to be ex­cit­ed at 200 Hz by 3 us RF puls­es and should reach a 40 MV/m ac­cel­er­at­ing gra­di­ent, which cor­re­sponds to a peak sur­face elec­tric field Es of 260 MV/m. In a first high-pow­er test per­formed at CTF3 the cell was op­er­at­ed at 50 Hz with a max­i­mum peak power of 1 MW. The max­i­mum Es achieved was above 350 MV/m. The break­down rate at these field val­ues was around 10-1 bpp/m. The max­i­mum value of the mod­i­fied Poynt­ing vec­tor is close to the best val­ues achieved by high gra­di­ent struc­tures at 12 and 30 GHz