Aerodynamic Design Criteria for Class 8 Heavy Vehicles Trailer Base Devices to Attain Optimum Performance

Lawrence Livermore National Laboratory (LLNL) as part of its Department of Energy (DOE), Energy Efficiency and Renewable Energy (EERE), and Vehicle Technologies Program (VTP) effort has investigated class 8 tractor-trailer aerodynamics for many years. This effort has identified many drag producing flow structures around the heavy vehicles and also has designed and tested many new active and passive drag reduction techniques and concepts for significant on the road fuel economy improvements. As part of this effort a database of experimental, computational, and conceptual design for aerodynamic drag reduction devices has been established. The objective of this report is to provide design guidance for trailer base devices to improve their aerodynamic performance. These devices are commonly referred to as boattails, base flaps, tail devices, and etc. The information provided here is based on past research and our most recent full-scale experimental investigations in collaboration with Navistar Inc. Additional supporting data from LLNL/Navistar wind tunnel, track test, and on the road test will be published soon. The trailer base devices can be identified by 4 flat panels that are attached to the rear edges of the trailer base to form a closed cavity. These devices have been engineered in many different forms such as, inflatable and non-inflatable, 3 and 4-sided, closed and open cavity, and etc. The following is an in-depth discussion with some recommendations, based on existing data and current research activities, of changes that could be made to these devices to improve their aerodynamic performance. There are 6 primary factors that could influence the aerodynamic performance of trailer base devices: (1) Deflection angle; (2) Boattail length; (3) Sealing of edges and corners; (4) 3 versus 4-sided, Position of the 4th plate; (5) Boattail vertical extension, Skirt - boattail transition; and (6) Closed versus open cavity

Insured clients out-of-pocket payments for health care under the national health insurance scheme in Ghana

BACKGROUND: In 2003, Ghana implemented a National Health Insurance Scheme (NHIS) designed to promote universal health coverage and equitable access to health care. The scheme has largely been successful, yet it is confronted with many challenges threatening its sustainability. Out-of-pocket payments (OOP) by insured clients is one of such challenges of the scheme. This study sought to examine the types of services OOP charges are made for by insured clients and how much insured clients pay out-of-pocket. METHODS: This was a descriptive cross-sectional health facility survey. A total of 2066 respondents were interviewed using structured questionnaires at the point of health care exit in the Ashanti, Northern and Central regions of Ghana. Health facilities of different levels were selected from 3 districts in each of the three regions. Data were collected between April and June 2018. Using Epidata and STATA Version 13.1 data analyses were done using multiple logistic regression and simple descriptive statistics and the results presented as proportions and means. RESULTS: Of all the survey respondents 49.7% reported paying out-of-pocket for out-patient care while 46.9% of the insured clients paid out-of-pocket. Forty-two percent of the insured poorest quintile also paid out-of-pocket. Insured clients paid for consultation (75%) and drugs (63.2%) while 34.9% purchased drugs outside the health facility they visited. The unavailability of drugs (67.9%) and drugs not covered by the NHIS (20.8%) at the health facility led to out-of-pocket payments. On average, patients paid GHS33.00 (USD6.6) out-of-pocket. Compared to the Ashanti region, patients living in the Northern region were 74% less at odds to pay out-of-pocket for health care. CONCLUSION AND RECOMMENDATION: Insured clients of Ghana's NHIS seeking health care in accredited health facilities make out-of-pocket payments for consultation and drugs that are covered by the scheme. The out-of-pocket payments are largely attributed to unavailability of drugs at the facilities while the consultation fees are charged to meet the administrative costs of services. These charges occur in disadvantaged regions and in all health facilities. The high reliance on out-of-pocket payments can impede Ghana's progress towards achieving Universal Health Coverage and the Sustainable Development Goal 3, seeking to end poverty and reduce inequalities. In order to build trust and confidence in the NHIS there is the need to eliminate out-of-pocket payments for consultation and medicines by insured clients

Nonimmune fetal hydrops and lysosomal storage disease: the finding of vacuolated lymphocytes in ascitic fluid in two cases

Peer Reviewedhttp://deepblue.lib.umich.edu/bitstream/2027.42/102650/1/pd4274.pd

Investigation of Tractor Base Bleeding for Heavy Vehicle Aerodynamic Drag Reduction

One of the main contributors to the aerodynamic drag of a heavy vehicle is tractor-trailer gap drag, which arises when the vehicle operates within a crosswind. Under this operating condition, freestream flow is entrained into the tractor-trailer gap, imparting a momentum exchange to the vehicle and subsequently increasing the aerodynamic drag. While a number of add-on devices, including side extenders, splitter plates, vortex stabilizers, and gap sealers, have been previously tested to alleviate this source of drag, side extenders remain the primary add-on device of choice for reducing tractor-trailer gap drag. However, side extenders are not without maintenance and operational issues. When a heavy vehicle pivots sharply with respect to the trailer, as can occur during loading or unloading operations, the side extenders can become crushed against the trailer. Consequently, fleet operators are forced to incur additional costs to cover the repair or replacement of the damaged side extenders. This issue can be overcome by either shortening the side extenders or by devising an alternative drag reduction concept that can perform just as effectively as side extenders. To explore such a concept, we investigate tractor base bleeding as a means of reducing gap drag. Wind tunnel measurements are made on a 1:20 scale heavy vehicle model at a vehicle width-based Reynolds number of 420,000. The tractor bleeding flow, which is delivered through a porous material embedded within the tractor base, is introduced into the tractor-trailer gap at bleeding coefficients ranging from 0.0-0.018. To determine the performance of tractor base bleeding under more realistic operating conditions, computational fluid dynamics simulations are performed on a full-scale heavy vehicle within a crosswind for bleeding coefficients ranging from 0.0-0.13

Code Verification Results of an LLNL ASC Code on Some Tri-Lab Verification Test Suite Problems

As scientific codes become more complex and involve larger numbers of developers and algorithms, chances for algorithmic implementation mistakes increase. In this environment, code verification becomes essential to building confidence in the code implementation. This paper will present first results of a new code verification effort within LLNL's B Division. In particular, we will show results of code verification of the LLNL ASC ARES code on the test problems: Su Olson non-equilibrium radiation diffusion, Sod shock tube, Sedov point blast modeled with shock hydrodynamics, and Noh implosion

DOE Project on Heavy Vehicle Aerodynamic Drag

Class 8 tractor-trailers consume 11-12% of the total US petroleum use. At highway speeds, 65% of the energy expenditure for a Class 8 truck is in overcoming aerodynamic drag. The project objective is to improve fuel economy of Class 8 tractor-trailers by providing guidance on methods of reducing drag by at least 25%. A 25% reduction in drag would present a 12% improvement in fuel economy at highway speeds, equivalent to about 130 midsize tanker ships per year. Specific goals include: (1) Provide guidance to industry in the reduction of aerodynamic drag of heavy truck vehicles; (2) Develop innovative drag reducing concepts that are operationally and economically sound; and (3) Establish a database of experimental, computational, and conceptual design information, and demonstrate the potential of new drag-reduction devices. The studies described herein provide a demonstration of the applicability of the experience developed in the analysis of the standard configuration of the Generic Conventional Model. The modeling practices and procedures developed in prior efforts have been applied directly to the assessment of new configurations including a variety of geometric modifications and add-on devices. Application to the low-drag 'GTS' configuration of the GCM has confirmed that the error in predicted drag coefficients increases as the relative contribution of the base drag resulting from the vehicle wake to the total drag increases and it is recommended that more advanced turbulence modeling strategies be applied under those circumstances. Application to a commercially-developed boat tail device has confirmed that this restriction does not apply to geometries where the relative contribution of the base drag to the total drag is reduced by modifying the geometry in that region. Application to a modified GCM geometry with an open grille and radiator has confirmed that the underbody flow, while important for underhood cooling, has little impact on the drag coefficient of the vehicle. Furthermore, the evaluation of the impact of small changes in radiator or grille dimensions has revealed that the total drag is not particularly sensitive to those changes. This observation leads to two significant conclusions. First, a small increase in radiator size to accommodate heat rejection needs related to new emissions restrictions may be tolerated without significant increases in drag losses. Second, efforts to reduce drag on the tractor requires that the design of the entire tractor be treated in an integrated fashion. Simply reducing the size of the grille will not provide the desired result, but the additional contouring of the vehicle as a whole which may be enabled by the smaller radiator could have a more significant effect

Genetic Variation in Native Americans, Inferred from Latino SNP and Resequencing Data

Analyses of genetic polymorphism data have the potential to be highly informative about the demographic history of Native American populations, but due to a combination of historical and political factors, there are essentially no autosomal sequence polymorphism data from any Native American group. However, there are many resequencing studies involving Latinos, whose genomes contain segments inherited from their Native American ancestors. In this study, we introduce a new method for estimating local ancestry across the genomes of admixed individuals and show how this method, along with dense genotyping and targeted resequencing, can be used to assay genetic variation in ancestral Native American groups. We analyze roughly 6 Mb of resequencing data from 22 Mexican Americans to provide the first large-scale view of sequence level variation in Native Americans. We observe low levels of diversity and high levels of linkage disequilibrium in the Native American–derived sequences, consistent with a recent severe population bottleneck associated with the initial peopling of the Americas. Using two different computational approaches, one novel, we estimate that this bottleneck occurred roughly 12.5 Kya; when uncertainty in the estimation process is taken into account, our results are consistent with archeological estimates for the colonization of the Americas

October 1998 working group meeting on heavy vehicle aerodynamic drag: presentations and summary of comments and conclusions

A Working Group 1Meeting on Heavy Vehicle Aerodynamic Drag was held at NASA Ames Research Center, Moffett Field, California on October 22, 1998. The purpose of the meeting was to present an overview of the computational and experimental approach for modeling the integrated tractor-trailer benchmark geometry called the Sandia IModel and to review NASA� s test plan for their experiments in the 7 ft x 10 ft wind tunnel. The present and projected funding situation was also discussed. Presentations were given by representatives from the Department of Energy (DOE) Office of Transportation Technology Office of Heavy Vehicle Technology (OHVT). Lawrence Livermore National Laboratory (LLNL), Sandia National Laboratories (SNL), and NASA Ames Research Center. This report contains the technical presentations (viewgraphs) delivered at the Meeting, briefly summarizes the comments and conclusions. and outlines the future action items