SLIP PREVENTION IN WALKING -LOWER EXTREMITY BIOMECHANICS

This study investigated the human slip prevention strategies when walking on slippery surfaces. Fifteen male subjects performed, level walking without slips under sixteen simulated construction site environments. Kinematics, kinetics and electromyography parameters were collected. The slipperiness of the walkway conditions were quantified by the dynamic coefficient of friction (DCOF). Gait changes in slippery condition included prolonged force and pressure exertion in hallux and lateral toes. more ankle plantarflexion moment during 30-50% stance, less knee extension moment during 1030% stance, higher muscle activity at rectus femoris in late stance, and in gastrocnemius in swing phase. These strategies helped achieving walking without slips by reducing the RCOF from 0.188 to 0.092, which was just lower to the dropped available friction (DCOF=0.107)

Bis[3-chloro-6-(3,5-dimethyl-1H-pyrazol-1-yl)picolinato]nickel(II) tetra­hydrate

In the title complex, [Ni(C11H9ClN3O2)2]·4H2O, the Ni atom is coordinated by four N atoms and two O atoms derived from two tridentate 3-chloro-6-(3,5-dimethyl-1H-pyrazol-1-yl)picolinate ligands. The cis-N4O2 donor set defines a distorted octa­hedral geometry. In the crystal structure, the complex and water mol­ecules are linked by O—H⋯O hydrogen bonds

Bis[6-(3,5-dimethyl-1H-pyrazol-1-yl)picolinato-κ2 N 1,O 2]cadmium(II) 1.75-hydrate

In the title complex, [Cd(C11H10N3O2)2]·1.75H2O, the Cd atom is coordinated by four N atoms and two O atoms from two tridentate 6-(3,5-dimethyl-1H-pyrazol-1-yl)picolinate ligands in a distorted cis-N4O2 octa­hedral geometry. Three water mol­ecules, with occupancies of 1.0, 0.5 and 0.25, complete the asymmetric unit. The components of the crystal structure are linked via hydrogen bonds, forming a three-dimensional network

Design, Modeling and Development of a Serial Hybrid Motorcycle with HCCI Engine

This paper discusses the design, modeling, and development of small motorcycle equipped with a HCCI engine in an series hybrid configuration. A mathematical model was developed using MATLAB/Simulink and used to size the powertrain components and to predict fuel economy. A conventional 125 cc spark ignition engine was modified to run in HCCI combustion mode and integrated into a prototype vehicle. Dual-fuel and external EGR strategies were used to upgrade the engine speed and torque capabilities of the engine to meet the requirements of the powertrain. An electrical generator, hub-motor, battery pack and other power electronics devices were used to form the electrical system for the vehicle. The advantages of the proposed design compared to the original motorcycle with SI engine and CVT transmission are: 1) a reduction in noxious emissions due to the HCCI combustion, and 2) higher fuel economy in city driving because of the HCCI engine and series hybrid powertrain. Fuel economy was measured by driving the motorcycle on a chassis dynamometer using a sequence of ECE-40 driving cycles. The overall fuel economy was measured to be 73.7km/L which represents a 139.3% increase in fuel economy over the baseline vehicle

[3-Chloro-6-(3,5-dimethyl-1H-pyrazol-1-yl)picolinato](pyridine-2,6-dicarboxyl­ato)nickel(II) dihydrate

In the title compound, [Ni(C11H9ClN3O2)(C7H3NO4)]·2H2O, the NiII atom is coordinated by two N atoms and one O atom of 3-chloro-6-(3,5-dimethyl-1H-pyrazol-1-yl)picolinate and by one N atom and two O atoms of pyridine-2,6-dicarboxyl­ate in a distorted octa­hedral coordination. In the crystal structure, mol­ecules are linked together by inter­molecular O—H⋯O hydrogen bonds. One water mol­ecule is disordered over two positions; the site occupancies are ca 0.53 and 0.47