Design and Analysis of Bus Body Right Side Frame

Conventional designs of bus bodies have more weight and which will affect the carrying capacity, performance and resulting higher fuel consumption. This project describes a new approach and specific design procedure for more lightweight bus body design. The purpose of this project is to redesign the parameters like gauges, materials, geometry/shapes, topology variables, weld pitch, joints for improving the structure so that the total weight of the bus is reduced. A light weight design of bus body structure is designed and structural analysis of the body structure under different load conditions is done. The modeling will be done on solidworks 2014 and analysis part will be done on ANSYS 14

Power Scheduling Scheme for a Charging Facility Considering the Satisfaction of Electric Vehicle Customers

Electric vehicles (EVs) are rapidly becoming a popular choice for transportation due to their low emissions and high fuel efficiency. However, one of the major challenges in EV adoption is the lack of charging infrastructure and the potential for grid overload during peak demand. To address these challenges, we propose a power scheduling scheme for a charging facility that optimizes power utilization and enhances the user experience of the EV drivers. The scheme considers the satisfaction of vehicle users by balancing the charging demands of the vehicles with the power supply capabilities of the facility. Our results demonstrate that the proposed scheme effectively reduces charging time and enhances the accessibility of charging stations, thereby improving the user experience, and encouraging EV adoption. The scheme also optimizes power utilization and reduces peak demand on the grid, thus contributing to the overall sustainability of the transportation system

Design and Fabrication of Movable Headlight System in Automotive Vehicles

This paper presents the hardware of movable Headlight System for motorized vehicles. Headlight System is an active safety system, where the head lamp alignment control system rotates the right and left headlights independently and keeps the beam as parallel to the curved road as possible to provide better night time visibility to driver. In this system use rack and pinion arrangement which give drive to the optical axes on which headlight are attached so when a tie rod arms are moved with steering arm that give predefined motion to the wheel as well as headlights system

ALUMINIUM HYBRID COMPOSITES APPLICATION IN AUTOMOTIVE INDUSTRY

Strict requirements that are put on mechanical constructions from the side of increase of manipulation periods and reduction of their weights, consequently of their prices as well, implicate improvements and applications of new composite materials with matrices of lightweight metals. Composite materials with metal conditions are used for engine connecting rod, cylinders, pistons, piston rings disc and drum brakes, shafts and for further rudiments in automotive and air travel industry. The most essential types of metallic materials is composite materials with a matrices of aluminium alloys due to a set of their positive properties. Enhancement of mechanical, mainly tribological properties of amalgam composites were delivered by the use of definite reinforce materials such as SiC, Al2O3 and graphite in demarcated weight or volumetric part. The modern developed hybrid composites are with a aluminium matrices to be having a mostly maximum resistance to wear, maximum specific stiffness and upper resistance to fatigue. By the increase of quantities of manufactured components made of hybrid composites, decrease of their prices is tempted that even promote enlarge their applications. The applications of aluminium hybrid composites are reflected from the aspect and with the emphasis on automotive industry

An exploration of the determinants for decision to migrate existing resources to cloud computing using an integrated TOE-DOI model

Migrating existing resources to cloud computing is a strategic organisational decision that can be difficult. It requires the consideration and evaluation of a wide range of technical and organisational aspects. Although a significant amount of attention has been paid by many industrialists and academics to aid migration decisions, the procedure remains difficult. This is mainly due to underestimation of the range of factors and characteristics affecting the decision for cloud migration. Further research is needed to investigate the level of effect these factors have on migration decisions and the overall complexity. This paper aims to explore the level of complexity of the decision to migrate the cloud. A research model based on the diffusion of innovation (DOI) theory and the technology-organization-environment (TOE) framework was developed. The model was tested using exploratory and confirmatory factor analysis. The quantitative analysis shows the level of impact of the identified variables on the decision to migrate. Seven determinants that contribute to the complexity of the decisions are identified. They need to be taken into account to ensure successful migration. This result has expanded the collective knowledge about the complexity of the issues that have to be considered when making decisions to migrate to the cloud. It contributes to the literature that addresses the complex and multidimensional nature of migrating to the cloud

Effect of Hydrocortisone on Mortality and Organ Support in Patients With Severe COVID-19: The REMAP-CAP COVID-19 Corticosteroid Domain Randomized Clinical Trial.

Importance: Evidence regarding corticosteroid use for severe coronavirus disease 2019 (COVID-19) is limited. Objective: To determine whether hydrocortisone improves outcome for patients with severe COVID-19. Design, Setting, and Participants: An ongoing adaptive platform trial testing multiple interventions within multiple therapeutic domains, for example, antiviral agents, corticosteroids, or immunoglobulin. Between March 9 and June 17, 2020, 614 adult patients with suspected or confirmed COVID-19 were enrolled and randomized within at least 1 domain following admission to an intensive care unit (ICU) for respiratory or cardiovascular organ support at 121 sites in 8 countries. Of these, 403 were randomized to open-label interventions within the corticosteroid domain. The domain was halted after results from another trial were released. Follow-up ended August 12, 2020. Interventions: The corticosteroid domain randomized participants to a fixed 7-day course of intravenous hydrocortisone (50 mg or 100 mg every 6 hours) (n = 143), a shock-dependent course (50 mg every 6 hours when shock was clinically evident) (n = 152), or no hydrocortisone (n = 108). Main Outcomes and Measures: The primary end point was organ support-free days (days alive and free of ICU-based respiratory or cardiovascular support) within 21 days, where patients who died were assigned -1 day. The primary analysis was a bayesian cumulative logistic model that included all patients enrolled with severe COVID-19, adjusting for age, sex, site, region, time, assignment to interventions within other domains, and domain and intervention eligibility. Superiority was defined as the posterior probability of an odds ratio greater than 1 (threshold for trial conclusion of superiority >99%). Results: After excluding 19 participants who withdrew consent, there were 384 patients (mean age, 60 years; 29% female) randomized to the fixed-dose (n = 137), shock-dependent (n = 146), and no (n = 101) hydrocortisone groups; 379 (99%) completed the study and were included in the analysis. The mean age for the 3 groups ranged between 59.5 and 60.4 years; most patients were male (range, 70.6%-71.5%); mean body mass index ranged between 29.7 and 30.9; and patients receiving mechanical ventilation ranged between 50.0% and 63.5%. For the fixed-dose, shock-dependent, and no hydrocortisone groups, respectively, the median organ support-free days were 0 (IQR, -1 to 15), 0 (IQR, -1 to 13), and 0 (-1 to 11) days (composed of 30%, 26%, and 33% mortality rates and 11.5, 9.5, and 6 median organ support-free days among survivors). The median adjusted odds ratio and bayesian probability of superiority were 1.43 (95% credible interval, 0.91-2.27) and 93% for fixed-dose hydrocortisone, respectively, and were 1.22 (95% credible interval, 0.76-1.94) and 80% for shock-dependent hydrocortisone compared with no hydrocortisone. Serious adverse events were reported in 4 (3%), 5 (3%), and 1 (1%) patients in the fixed-dose, shock-dependent, and no hydrocortisone groups, respectively. Conclusions and Relevance: Among patients with severe COVID-19, treatment with a 7-day fixed-dose course of hydrocortisone or shock-dependent dosing of hydrocortisone, compared with no hydrocortisone, resulted in 93% and 80% probabilities of superiority with regard to the odds of improvement in organ support-free days within 21 days. However, the trial was stopped early and no treatment strategy met prespecified criteria for statistical superiority, precluding definitive conclusions. Trial Registration: ClinicalTrials.gov Identifier: NCT02735707

Effect of angiotensin-converting enzyme inhibitor and angiotensin receptor blocker initiation on organ support-free days in patients hospitalized with COVID-19

IMPORTANCE Overactivation of the renin-angiotensin system (RAS) may contribute to poor clinical outcomes in patients with COVID-19. Objective To determine whether angiotensin-converting enzyme (ACE) inhibitor or angiotensin receptor blocker (ARB) initiation improves outcomes in patients hospitalized for COVID-19. DESIGN, SETTING, AND PARTICIPANTS In an ongoing, adaptive platform randomized clinical trial, 721 critically ill and 58 non–critically ill hospitalized adults were randomized to receive an RAS inhibitor or control between March 16, 2021, and February 25, 2022, at 69 sites in 7 countries (final follow-up on June 1, 2022). INTERVENTIONS Patients were randomized to receive open-label initiation of an ACE inhibitor (n = 257), ARB (n = 248), ARB in combination with DMX-200 (a chemokine receptor-2 inhibitor; n = 10), or no RAS inhibitor (control; n = 264) for up to 10 days. MAIN OUTCOMES AND MEASURES The primary outcome was organ support–free days, a composite of hospital survival and days alive without cardiovascular or respiratory organ support through 21 days. The primary analysis was a bayesian cumulative logistic model. Odds ratios (ORs) greater than 1 represent improved outcomes. RESULTS On February 25, 2022, enrollment was discontinued due to safety concerns. Among 679 critically ill patients with available primary outcome data, the median age was 56 years and 239 participants (35.2%) were women. Median (IQR) organ support–free days among critically ill patients was 10 (–1 to 16) in the ACE inhibitor group (n = 231), 8 (–1 to 17) in the ARB group (n = 217), and 12 (0 to 17) in the control group (n = 231) (median adjusted odds ratios of 0.77 [95% bayesian credible interval, 0.58-1.06] for improvement for ACE inhibitor and 0.76 [95% credible interval, 0.56-1.05] for ARB compared with control). The posterior probabilities that ACE inhibitors and ARBs worsened organ support–free days compared with control were 94.9% and 95.4%, respectively. Hospital survival occurred in 166 of 231 critically ill participants (71.9%) in the ACE inhibitor group, 152 of 217 (70.0%) in the ARB group, and 182 of 231 (78.8%) in the control group (posterior probabilities that ACE inhibitor and ARB worsened hospital survival compared with control were 95.3% and 98.1%, respectively). CONCLUSIONS AND RELEVANCE In this trial, among critically ill adults with COVID-19, initiation of an ACE inhibitor or ARB did not improve, and likely worsened, clinical outcomes. TRIAL REGISTRATION ClinicalTrials.gov Identifier: NCT0273570

Soft Switching with Cascaded Transformers to Drive the PMDC Motor

ABSTRACT: This paper presents a soft switching technique used along with the series connected transformer to run a PMDC motor. The three level PWM circuits with two active switches and the capacitors are connected in parallel with it. The two switches are reduced in the existing method. Instead of those two switches two capacitors are used to reduce the switching losses. The series resonant converter is used to achieve ZVS turn-on for all power switches and zerocurrent switching for all rectifier diodes. The switching losses of the switches and the reverse recovery loss of the diodes are reduced. The resonant converter has wide range of switching frequency that can be overcome by adopting the PWM method to regulate the output voltage. The series connected transformer is used in the primary and secondary side to balance and share the current which is supplied to the load. The PMDC motor can be used as load. The conventional method does not use any controller to control the resistive load. The speed of the motor can be sensed by using the fuzzy logic controller.The leakage inductance can be reduced by making the frequency constant. KEYWORDS: ZVS, ZCS, Fuzzy logic controller, PMDC motor, Converter, Cascaded Transformer I.INTRODUCTION In the conventional system three level or multilevel converters has been used obtaining high voltage. By using the neutral point diode and clamp, flying clamp the voltage stress can be reduced in the converters. Three level ZVS or ZCS converters [1] have been proposed to reduce the switching losses at the desired load range. To extend the range of the ZVS or ZCS the additional circuitry or leakage inductance has been used. The series resonant converters with variable switching frequency have been presented to have the advantages of high voltage gain and high circuit efficiency with a wide load rang

Power Scheduling Scheme for a Charging Facility Considering the Satisfaction of Electric Vehicle Customers

Electric vehicles (EVs) are rapidly becoming a popular choice for transportation due to their low emissions and high fuel efficiency. However, one of the major challenges in EV adoption is the lack of charging infrastructure and the potential for grid overload during peak demand. To address these challenges, we propose a power scheduling scheme for a charging facility that optimizes power utilization and enhances the user experience of the EV drivers. The scheme considers the satisfaction of vehicle users by balancing the charging demands of the vehicles with the power supply capabilities of the facility. Our results demonstrate that the proposed scheme effectively reduces charging time and enhances the accessibility of charging stations, thereby improving the user experience, and encouraging EV adoption. The scheme also optimizes power utilization and reduces peak demand on the grid, thus contributing to the overall sustainability of the transportation system