Birds, Frogs and Tintern Abbey: Humanism and Hubris

David E. Cooper proposes that the ”mystery’ of ”reality as it “anyway‘ is, independently of human perspective’ provides measure for the leading of our lives and thus avoids, on the one hand, the hubris of a humanism for which moral life is the product of the human will and has no warrant beyond it, and, on the other, a theism which appears to be at once too remote from and too close to the human world to provide any such warrant. The paper rejects the role this gives to ”mystery’ and locates ”warrant’ in a moral perspective that is not the product of will

COMPARING TWO TRANSECT METHODS FOR THE DETECTION OF RED-BACKED SALAMANDERS

Typical monitoring methods for terrestrial salamanders are subject to extensive variation, driven by the environmental conditions in effect during sampling. As rigorous salamander sampling methods are needed to monitor populations, there is a need to assess commonly used methods under a variety of environmental conditions. We hypothesized that of two methods used for capturing red-backed salamanders (Plethodon cinereus), leaf litter searches and natural cover searches, the latter would perform best for adults and in situations where moisture was limiting. We compared captures for paired transect surveys: one a leaf litter search and the other a natural cover search, relative to age, proximity to streams, rainfall events, vapor pressure deficit and season. We found that natural cover searches outperformed leaf litter searches when conducted away from streams and in the absence of rainfall. Natural cover searches performed better regardless of vapor pressure deficit and season (spring or fall). Natural cover searches detected more adults than juveniles. We recommend natural cover searches as more efficient than leaf litter searches

A Habitat Model for the Detection of Two-lined Salamanders at C. F. Phelps Wildlife Management Area, Fauquier and Culpeper Counties, Virginia

Aquatic salamanders represent an important component of Virginia river watersheds, but despite potential declines, few specifics are known about their habitat preferences. We surveyed the habitats of the northern two-lined salamander and collected data on an array of habitat variables associated with the species. We used a logistic regression analysis to develop a model predicting its presence or absence for a given 50m-transect. Our final model incorporated the variation in stream depth and direction of stream flow and accounted for 25% of the variation in our data. We conclude that stream depth variation is an important feature of salamander habitat ecology, and surmise that direction of flow is of site-specific importance possibly related to stream order. Both features may be behavioral adaptations to avoid fish predation

Exploratory Modeling Indicates Red-Backed Salamander Detections are Sensitive to Soil pH at C. F. Phelps Wildlife Management Area, Virginia

Red-backed salamanders represent an important component of Virginia ecosystems, but there are few habitat models that can reliably predict the presence/absence of this species. We surveyed the habitats of red-backed salamanders at one site in the Piedmont region of Virginia and collected data on an array of habitat variables with which this species is normally associated. We used logistic regression to develop a model predicting the presence or absence of the species at a given 50m-transect. Our final model incorporated soil organic layer pH variability and mineral layer average pH, and accounted for 30% of the variation in our data. We conclude that soil pH is a limiting determinant of habitat use for this study site, and that it may affect adaptive behaviors for highly acidic soils

The effects of cylinder deactivation on the thermal behaviour and performance of a three cylinder spark ignition engine

A physics based, lumped thermal capacity model of a 1litre, 3 cylinder, turbocharged, directly injected spark ignition engine has been developed to investigate the effects of cylinder deactivation on the thermal behaviour and fuel economy of small capacity, 3 cylinder engines. When one is deactivated, the output of the two firing cylinders is increased by 50%. The largest temperature differences resulting from this are between exhaust ports and between the upper parts of liners of the deactivated cylinder and the adjacent firing cylinder. These differences increase with load. The deactivated cylinder liner cools to near-coolant temperature. Temperatures in the lower engine structure show little response to deactivation. Temperature response times following deactivation or reactivation events are similar. Motoring work for the deactivated cylinder is a minor loss; the net benefit of deactivation diminishes with increasing load. For the NEDC and FTP-75 cycle, the predicted fuel savings are ∼3½ %; the benefit is lower for more transient or highly loaded cycles

Rigid Body Dynamics, Inertial Reference Frames, and Graphics Coordinate Systems: A Resolution of Conflicting Conventions and Terminology

Prepared for: NPS MOVES Academic GroupApproved for public release; distribution is unlimited

Factors influencing cycle-by-cycle combustion characteristics of a diesel engine under cold idling conditions

An experimental investigation of post-start cold idling behaviour has been carried out on a modern single-cylinder HPCR DI light duty diesel engine with a low compression ratio of 15.5:1 at temperatures between 10 and -20°C. The trend toward lower compression ratios from more common values of around 22:1 a few years ago has resulted in lower compression pressures and temperatures, which negatively affects cold idle operation. Improvements in cycle-by-cycle stability of indicated work output through fuel injection strategy and glow plug temperature changes have been explored. This is important to improve NVH and the consumer’s perception of vehicle quality. The key effects on heat release characteristics have been identified and the associated impact on stability discussed. High speed imaging of ignition in a combustion bomb has been used to aid interpretation of engine results. Up to four pilot injections placed in advance of the main have been used. Shorter separation between pilots and pilot-to-main improves stability independent of the number of pilot injections and extends the range of main injection timings to meet target stability of 10% or lower at -20°C. Increasing the number of pilot injections was effective in stabilising combustion at all investigated soak temperatures at fuelling levels producing indicated work required to match friction and ancillary demands. Stability can be susceptible to deterioration at moderate soak temperatures because fuelling demand is relatively low. If a high number of pilot injections are to be avoided to reduce potential wear, then increasing main injection quantity is an effective method to stabilise combustion for a lower pilot number strategy but any increase above target load has to be harnessed by additional ancillary devices. Very high glow plug temperatures of up to 1200°C were examined using a smaller diameter tip ceramic type design. Stable combustion cannot be achieved through higher glow plug temperatures alone. A temperature of 1000°C, which can be achieved using a low voltage metallic type, is adequate to stabilise combustion when combined with a triple-pilot strategy at sub-zero temperatures. The best stability is achieved using 1200°C, which can only be achieved using a more expensive ceramic type, in combination with a triple-pilot strategy producing the desirable target of ~5% or below; the effects are not mutually exclusive. At high glow plug temperatures and using three or four pilot injections, stability improved with warmer soak temperatures. At -5°C, stability was relatively poor when one or two pilots were used irrespective of glow plug temperature. A high premixed contribution to main combustion is associated with improved stability. Minimum threshold values are necessary to stabilise combustion: ~25 J/° at -20°C, ~20 J/° at -5°C and only ~10 J/° at 10°C. A higher number of pilot injections raises pilot induced combustion and improves mixture distribution. These effects subsequently increase the premixed combustion and help sustain a strong main development with less variability. This benefit is maximised when using hotter glow plug temperatures raising IMEPg magnitude and reducing variation

A simulation study of an autonomous steering system for on-road operation of automotive vehicles

The study of human driving of automotive vehicles is an important aid to the development of viable autonomous vehicle navigation techniques. Observation of human behavior during driving suggests that this activity involves two distinct levels, the conscious and the unconscious. Conscious actions relate to the logical behavior of a driver such as stopping the vehicle when a traffic light is red, slowing down the vehicle when it turns a bend, etc. Such behavior can be described using natural human language. The unconscious actions of a driver are much less obvious. There are many such activities occurring while we are driving a vehicle to a particular destination. One of the important unconscious efforts involves the selection of successive points on the road to steer the vehicle towards in order to achieve the desired road-following behavior. This research work attempts to mimic this unconscious behavior through the use of a computer simulation model. Keywords: Robotics; Artificial intelligence; Mobile; Mathematical models. (Author)Prepared for: Chief of Naval Researchhttp://archive.org/details/simulationstudyo00mcghsupported by Contract from the United States Army Combat Developments Experimentation Cente

Factors influencing cycle-by-cycle combustion characteristics of a diesel engine under cold idling conditions

An experimental investigation of post-start cold idling behaviour has been carried out on a modern single-cylinder HPCR DI light duty diesel engine with a low compression ratio of 15.5:1 at temperatures between 10 and -20°C. The trend toward lower compression ratios from more common values of around 22:1 a few years ago has resulted in lower compression pressures and temperatures, which negatively affects cold idle operation. Improvements in cycle-by-cycle stability of indicated work output through fuel injection strategy and glow plug temperature changes have been explored. This is important to improve NVH and the consumer’s perception of vehicle quality. The key effects on heat release characteristics have been identified and the associated impact on stability discussed. High speed imaging of ignition in a combustion bomb has been used to aid interpretation of engine results. Up to four pilot injections placed in advance of the main have been used. Shorter separation between pilots and pilot-to-main improves stability independent of the number of pilot injections and extends the range of main injection timings to meet target stability of 10% or lower at -20°C. Increasing the number of pilot injections was effective in stabilising combustion at all investigated soak temperatures at fuelling levels producing indicated work required to match friction and ancillary demands. Stability can be susceptible to deterioration at moderate soak temperatures because fuelling demand is relatively low. If a high number of pilot injections are to be avoided to reduce potential wear, then increasing main injection quantity is an effective method to stabilise combustion for a lower pilot number strategy but any increase above target load has to be harnessed by additional ancillary devices. Very high glow plug temperatures of up to 1200°C were examined using a smaller diameter tip ceramic type design. Stable combustion cannot be achieved through higher glow plug temperatures alone. A temperature of 1000°C, which can be achieved using a low voltage metallic type, is adequate to stabilise combustion when combined with a triple-pilot strategy at sub-zero temperatures. The best stability is achieved using 1200°C, which can only be achieved using a more expensive ceramic type, in combination with a triple-pilot strategy producing the desirable target of ~5% or below; the effects are not mutually exclusive. At high glow plug temperatures and using three or four pilot injections, stability improved with warmer soak temperatures. At -5°C, stability was relatively poor when one or two pilots were used irrespective of glow plug temperature. A high premixed contribution to main combustion is associated with improved stability. Minimum threshold values are necessary to stabilise combustion: ~25 J/° at -20°C, ~20 J/° at -5°C and only ~10 J/° at 10°C. A higher number of pilot injections raises pilot induced combustion and improves mixture distribution. These effects subsequently increase the premixed combustion and help sustain a strong main development with less variability. This benefit is maximised when using hotter glow plug temperatures raising IMEPg magnitude and reducing variation