model based control of intake air temperature and humidity on the test bench

Abstract Engine test benches are crucial instruments to perform tests on internal combustion engines. Possible purposes of these tests are to detect the engine performance, check the reliability of the components or make a proper calibration of engine control systems managing the actuations. Since many factors affect tests results in terms of performance, emissions and components durability, an engine test bench is equipped with several conditioning systems (oil, water and air temperature, air humidity, etc.). One of the most important systems is the HVAC (Heating, Ventilating and Air Conditioning), that is essential to control the conditions of the intake air. Intake air temperature, pressure and humidity should be controllable test parameters, because they play a key role on the combustion development. In fact, they can heavily affect the performance detected, such as power and specific consumption, and, in some cases, they may promote knock occurrence. This work presents an HVAC model-based control methodology, where each component of the air treatment system (humidifier, pre-heating and post-heating resistors, chiller and fan) is managed coupling open-loop and closed-loop controls. Each branch of the control model is composed of two parts, the first one to evaluate the target for the given HVAC component, based on the system physical model, the second one is a PID controller based on the difference between the set-point and the feedback values. The control methodology has been validated on an engine test bench where the automation system has been developed on an open software Real-Time compatible platform, allowing the integration of the HVAC control with all other functionalities concerning the test management. The paper shows the plant layout, details the control strategy and finally analyzes experimental results obtained on the test bench, highlighting the benefits of the proposed HVAC management approach

Accelerometer Based Methodology for Combustion Parameters Estimation

Due to increasingly stringent emission regulations and the need of more efficient powertrains, obtaining information about combustion process becomes a key factor. Low-cost in-cylinder pressure sensors are being developed, but they still present longterm reliability issues, and represent a considerable part of the engine management system cost. Research is being conducted in order to develop methodologies for extracting relevant combustion information using standard sensors already installed on-board. The present work introduces a methodology for combustion parameters estimation, through a control-oriented analysis of structureborne sound. The paper also shows experimental results obtained applying the estimation methodology to different passenger car engines. © 2015 The Authors. Published by Elsevier Ltd

Transient Spark Advance Calibration Approach

Combustion control is assuming a crucial role in reducing engine tailpipe emissions while maximizing performance. The effort in the calibration of control parameters affecting the combustion development can be very demanding. One of the most effective factors influencing performance and efficiency is the combustion phasing: in Spark Ignition (SI) engines it is affected by factors such as Spark Advance (SA), Air-Fuel Ratio (AFR), Exhaust Gas Recirculation (EGR), Variable Valve Timing (VVT). SA optimal values are usually determined by means of calibration procedures carried out in steady state conditions on the test bench by changing SA values while monitoring performance indicators, such as Brake and Indicated Mean Effective Pressure (BMEP, IMEP), Brake Specific Fuel Consumption (BSFC) and pollutant emissions. The effect of SA on combustion is stochastic, due to the cycle-to-cycle variation: the analysis of mean values requires many engine cycles to be significant of the performance obtained with the given control setting. Moreover, often the effect of SA on engine performance must be investigated for different settings of other control parameters (EGR, VVT, AFR). The calibration process is time consuming involving exhaustive tests followed by off-line data analysis. This paper presents the application of a dynamic calibration methodology, with the objective of reducing the calibration duration. The proposed approach is based on transient tests, coupled with a statistical investigation, allowing reliable performance analysis even with a low number of engine cycles. The methodology has been developed and tested off-line, then it has been implemented in Real-Time. The combustion analysis system has been integrated with the ECU management software and the test bench controller, in order to perform a fully automatic calibration. © 2013 The Authors

Baseline Tumor Size as Prognostic Index in Patients With Advanced Solid Tumors Receiving Experimental Targeted Agents

Abstract Background Baseline tumor size (BTS) has been associated with outcomes in patients with cancer treated with immunotherapy. However, the prognostic impact of BTS on patients receiving targeted therapies (TTs) remains undetermined. Methods We reviewed data of patients with advanced solid tumors consecutively treated within early-phase clinical trials at our institution from 01/2014 to 04/2021. Treatments were categorized as immunotherapy-based or TT-based (biomarker-matched or not). BTS was calculated as the sum of RECIST1.1 baseline target lesions. Results A total of 444 patients were eligible; the median BTS was 69 mm (IQR 40-100). OS was significantly longer for patients with BTS lower versus higher than the median (16.6 vs. 8.2 months, P < .001), including among those receiving immunotherapy (12 vs. 7.5 months, P = .005). Among patients receiving TT, lower BTS was associated with longer PFS (4.7 vs. 3.1 months, P = .002) and OS (20.5 vs. 9.9 months, P < .001) as compared to high BTS. However, such association was only significant among patients receiving biomarker-matched TT, with longer PFS (6.2 vs. 3.3 months, P < .001) and OS (21.2 vs. 6.7 months, P < .001) in the low-BTS subgroup, despite a similar ORR (28% vs. 22%, P = .57). BTS was not prognostic among patients receiving unmatched TT, with similar PFS (3.7 vs. 4.4 months, P = .30), OS (19.3 vs. 11.8 months, P = .20), and ORR (33% vs. 28%, P = .78) in the 2 BTS groups. Multivariate analysis confirmed that BTS was independently associated with PFS (P = .03) and OS (P < .001) but not with ORR (P = .11). Conclusions Higher BTS is associated with worse survival outcomes among patients receiving biomarker-matched, but not biomarker-unmatched TT

A Roadmap for HEP Software and Computing R&D for the 2020s

Particle physics has an ambitious and broad experimental programme for the coming decades. This programme requires large investments in detector hardware, either to build new facilities and experiments, or to upgrade existing ones. Similarly, it requires commensurate investment in the R&D of software to acquire, manage, process, and analyse the shear amounts of data to be recorded. In planning for the HL-LHC in particular, it is critical that all of the collaborating stakeholders agree on the software goals and priorities, and that the efforts complement each other. In this spirit, this white paper describes the R&D activities required to prepare for this software upgrade.Peer reviewe

How future surgery will benefit from SARS-COV-2-related measures: a SPIGC survey conveying the perspective of Italian surgeons

COVID-19 negatively affected surgical activity, but the potential benefits resulting from adopted measures remain unclear. The aim of this study was to evaluate the change in surgical activity and potential benefit from COVID-19 measures in perspective of Italian surgeons on behalf of SPIGC. A nationwide online survey on surgical practice before, during, and after COVID-19 pandemic was conducted in March-April 2022 (NCT:05323851). Effects of COVID-19 hospital-related measures on surgical patients' management and personal professional development across surgical specialties were explored. Data on demographics, pre-operative/peri-operative/post-operative management, and professional development were collected. Outcomes were matched with the corresponding volume. Four hundred and seventy-three respondents were included in final analysis across 14 surgical specialties. Since SARS-CoV-2 pandemic, application of telematic consultations (4.1% vs. 21.6%; p < 0.0001) and diagnostic evaluations (16.4% vs. 42.2%; p < 0.0001) increased. Elective surgical activities significantly reduced and surgeons opted more frequently for conservative management with a possible indication for elective (26.3% vs. 35.7%; p < 0.0001) or urgent (20.4% vs. 38.5%; p < 0.0001) surgery. All new COVID-related measures are perceived to be maintained in the future. Surgeons' personal education online increased from 12.6% (pre-COVID) to 86.6% (post-COVID; p < 0.0001). Online educational activities are considered a beneficial effect from COVID pandemic (56.4%). COVID-19 had a great impact on surgical specialties, with significant reduction of operation volume. However, some forced changes turned out to be benefits. Isolation measures pushed the use of telemedicine and telemetric devices for outpatient practice and favored communication for educational purposes and surgeon-patient/family communication. From the Italian surgeons' perspective, COVID-related measures will continue to influence future surgical clinical practice

Antibody–Drug Conjugates for the Treatment of Breast Cancer

Metastatic breast cancer (BC) is currently an incurable disease. Besides endocrine therapy and targeted agents, chemotherapy is often used in the treatment of this disease. However, lack of tumor specificity and toxicity associated with dose exposure limit the manageability of cytotoxic agents. Antibody–drug conjugates (ADCs) are a relatively new class of anticancer drugs. By merging the selectivity of monoclonal antibodies with the cytotoxic properties of chemotherapy, they improve the therapeutic index of antineoplastic agents. Three core components characterize ADCs: the antibody, directed to a target antigen; the payload, typically a cytotoxic agent; a linker, connecting the antibody to the payload. The most studied target antigen is HER2 with some agents, such as trastuzumab deruxtecan, showing activity not only in HER2-positive, but also in HER2-low BC patients, possibly due to a bystander effect. This property to provide a cytotoxic impact also against off-target cancer cells may overcome the intratumoral heterogeneity of some target antigens. Other cancer-associated antigens represent a strategy for the development of ADCs against triple-negative BC, as shown by the recent approval of sacituzumab govitecan. In this review, we discuss the current landscape of ADC development for the treatment of BC, as well as the possible limitations of this treatment

SVILUPPO E APPLICAZIONE DI UN ALGORITMO DI STIMA COPPIA ED MFB50 AD UN MOTORE DIESEL COMMON RAIL MULTIJET

Parallelamente alla complessità degli algoritmi, aumenta anche il numero delle grandezze utilizzate a bordo veicolo per fini controllistici. Nell’ottica di migliorare l’efficienza della combustione garantendo allo stesso tempo il rispetto di emissioni inquinanti sempre più stringenti, ha assunto una importanza fondamentale la valutazione, a bordo veicolo, di due grandezze quali la coppia indicata erogata dal motore e la posizione angolare in cui risulta bruciato il 50% della massa di combustibile complessivamente iniettata in un ciclo motore (MFB50). Entrambe le suddette grandezze possono essere valutate a partire dalla misura della pressione in camera di combustione. Tuttavia, allo stato attuale, le vetture in commercio che montano sensori di pressione in camera sono estremamente rare, sostanzialmente per ragioni di affidabilità della misura e costo. In questo lavoro viene discussa una procedura per la stima della coppia indicata e di MFB50 basata sulla misura delle fluttuazioni di velocità di rotazione del motore. Questa metodologia, oltre ad essere compatibile con i vincoli caratteristici dell’applicazione on-board, non richiede nessun costo aggiuntivo, dato che la misura di velocità può essere effettuata con il sistema già presente a bordo veicolo, tipicamente composto da un sensore a riluttanza variabile affacciato alla dentatura di una ruota fonica. L’algoritmo di stima è composto da due parti fondamentali: la prima consiste nella valutazione della fluttuazione di coppia indicata a partire dalla misura delle fluttuazione di velocità, nella seconda parte vengono invece valutati il valore medio sul ciclo della coppia indicata ed MFB50 sfruttando le correlazioni esistenti con l’armonica di coppia stimata e con altre grandezze motoristiche. L’intera procedura di stima è stata applicata con successo ad un motore Diesel sovralimentato montato a bordo di una vettura

Development of a Combustion Delay Model in the Control of Innovative Combustions

In modern internal combustion engines the research for innovative solutions aimed at the simultaneous reduction of engine-out pollutants and fuel consumption requires synergies from different application areas: the thermo-fluid dynamic design of the combustion chamber, the study and production of specific components for air and fuel supply, the development of sensors and related methods of analyzing their signals to control the combustion process. The most promising innovative combustion methodologies suitable to achieve high efficiency and low emissions, commonly named Low Temperature Combustions (LTC), usually require sophisticated techniques for the management of the combustion phase. With respect to the combustion angular position control, directly performed in traditional spark ignition engines through the ignition from the spark plug and in compression ignition engines by the timing of fuel injection, the ignition mechanisms of LTC combustions are characterized by a high sensitivity to the thermal conditions of the combustion chamber which greatly modifies the angular position of the combustion, mainly due to the combination of high ignition delays and lean homogeneous mixture. Once the hardware of the air and fuel supply systems has been defined, it is therefore essential to ensure the correct management of the combustion phase. In this paper a model for the estimation of the delay between the start of injection and the start of combustion is presented. The model has been developed analyzing the experimental data from a modified cylinder of a diesel engine, fueled with gasoline, while the other three cylinders were still running with Diesel fuel. This solution represents a first step that allows analyzing the behavior of the combustion of gasoline in a Diesel engine, with the final goal to inject gasoline in all the engine cylinders. In particular, the approach used is similar to the one already applied in a traditional turbocharged gasoline engine, where the goal was to estimate the time delay between the spark firing and the start of combustion, mainly to detect the presence of undesired pre-ignition due to the presence of hot spots related to slightly knocking conditions. As it is well known, the role of the pilot injection is to reduce the ignition delay of the main injection. However, to significantly accelerate the ignition of the fuel injected with the main injection, it is necessary to burn a sufficient quantity of the fuel injected by the pilot before the Top Dead Center position (TDC). The application of this model has to allow the implementation of a feed-forward control to stabilize the whole combustion process and achieve the best conversion efficiency from energy to work, taking into account the operational constraints that must be satisfied to guarantee the integrity of the engine and the compliance with the homologation rules

Development and Experimental Validation of an Adaptive, Piston-Damage-Based Combustion Control System for SI Engines: Part 1—Evaluating Open-Loop Chain Performance

This work is focused on the development and validation of a spark advance controller, based on a piston “damage” model and a predictive knock model. The algorithm represents an integrated and innovative way to manage both the knock intensity and combustion phase. It is characterized by a model-based open-loop algorithm with the capability of calculating with high accuracy the spark timing that achieves the desired piston damage in a certain period, for knock-limited engine operating conditions. Otherwise, it targets the maximum efficiency combustion phase. Such controller is primarily thought to be utilized under conditions in which feedback is not needed. In this paper, the main models and the structure of the open-loop controller are described and validated. The controller is implemented in a rapid control prototyping device and validated reproducing real driving maneuvers at the engine test bench. Results of the online validation process are presented at the end of the paper