Dynamic analysis of a Drum Charger: Large amplitude vibrations of clamped circular thin plate on a linear foundation

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Artificial Neural Network Prediction of the Optimal Setup Parameters of a Seven Degrees of Freedom Mathematical Model of a Race Car: IndyCar Case Study

The aim of this paper is the development of a 7-DOF (Degrees Of Freedom) mathematical model of an IndyCar and the implementation of an Artificial Neural Network in order to predict the optimal setup parameters of the car, reducing time and costs for race teams. The mathematical model is created by using MATLAB(TM) and Simulink software starting from a telemetry acquisition at the Houston circuit and is based on Vertical Vehicle Dynamic equations. The optimal setup parameters have been predicted through an Artificial Neural Network (ANN) by using the NFTOOL Toolbox of MATLAB(TM) software. ANN is implemented in a Quarter Car model, firstly, in order to train the network and predict the parameters able to reduce tire deflection and suspension travel in the time domain and the resonance peaks amplitude in the frequency domain. Then, it is implemented in the 7-DOF model in order to predict the best setup parameters able to reduce body movements and the weight transfers of the car

NOVEL SMART DESIGN OF REAR HALF SHAFT OF LARGE URBAN TRANSPORT VEHICLE

New design method of rear half shaft of a large urban transport vehicle with a conventional (Power Shift) and hydro-mechanical (Power Split) transmission is presented. The so-called Smart Design is based on the automatic cumulative fatigue damage determination combining the Rainflow method and Palmgren-Miner rule. Previous study, comparing the Power Shift transmission with other alternatives, clearly demonstrated that the Power Split transmission offers significant advantages in terms of pollutant emissions and fuel consumption, making it a better choice for the ecological transition. Anyhow, from a mechanical point of view, the results of this work show that the load condition of the hydro-mechanical Power Split transmission reduce significantly the fatigue life of a component initially designed for a conventional transmission

Acute GVHD prophylaxis plus ATLG after myeloablative allogeneic haemopoietic peripheral blood stem-cell transplantation from HLA-identical siblings in patients with acute myeloid leukaemia in remission : final results of quality of life and long-term outcome analysis of a phase 3 randomised study

Background We previously showed that human anti-T-lymphocyte globulin (ATLG) plus ciclosporin and methotrexate given to patients with acute leukaemia in remission, having allogeneic haemopoietic stem-cell transplantation with peripheral blood stem cells from an HLA-identical sibling donor after myeloablative conditioning, significantly reduced 2-year chronic graft-versus-host disease (cGVHD) incidence and severity, without increasing disease relapse and infections, and improves cGVHD-free and relapse-free survival (cGRFS). The aim of an extended follow-up study was the assessment of long-term outcomes, which are, in this context, scarcely reported in the literature. We report unpublished data on quality of life (QoL) from the original study and the results of a follow-up extension. Methods In the original open-label study, patients with acute myeloid and lymphoblastic leukaemia in first or subsequent remission, having sibling HLA-identical allogeneic peripheral blood stem-cell transplantation, were randomly assigned (1:1) to receive ATLG plus standard GVHD prophylaxis with ciclosporin and short-term methotrexate (ATLG group) or standard GVHD prophylaxis without ATLG (non-ATLG group). Conditioning regimens were cyclophosphamide 120 mg/kg with either total body irradiation (12 Gy) or busulfan (12 . 8 mg/kg intravenously or 16 mg/kg orally), with or without etoposide (30-60 mg/kg). Randomisation was stratified according to centre and disease risk. The primary endpoint was cumulative incidence of cGVHD at 2 years. The primary and secondary endpoints, excluding QoL, have been published. QoL, assessed using European Organisation for Research and Treatment of Cancer QLQ-C30 and QLQ-HDC29 questionnaires, was an unpublished secondary endpoint, which we now report here. A follow-up extension was then done, with the primary endpoint cumulative incidence of cGVHD. Enrolment has been completed for both studies. Findings In the original study, from Dec 14, 2006, to Feb 2, 2012, 161 patients were enrolled and 155 were randomly assigned to either the ATLG group (n=83) or to the non-ATLG group (n=72). In the follow-up study, which started on Feb 7, 2017, and was completed on June 30, 2017, 61 patients were included in the ATLG group and 53 were included in the non-ATLG group. Global health status showed a more favourable time course in the ATLG group compared with the non-ATLG group (p=0 . 02; treatment by visit interaction). ATLG was descriptively superior to non-ATLG at 24 months for physical function (points estimate -14.8 [95% CI -26.4 to-3.1]; p= 0.014) and social function (-19.1 [-38.0 to -0.2]; p=0.047), gastrointestinal side-effects (8 . 8 [2.5-15.1]; p=0 . 008) and effect on family (13.5 [1.2-25.8]; p=0.032). Extended follow-up (median 5 . 9 years [IQR 1.7-7.9]) confirmed a lower 5-year cGVHD incidence (30.0% [95% CI 21.4-41.9] vs 69.1% [59.1-80.1]; analysis for entire follow-up, p Interpretation The addition of ATLG to standard GVHD prophylaxis improves the probability of surviving without disease relapse and cGVHD after myeloablative peripheral blood stem-cell transplantation from an HLA-identical sibling donor for patients with acute leukaemia in remission. Further additional benefits are better QoL and shorter immunosuppressive treatment compared with standard GVHD prophylaxis without ATLG. Therefore, in this setting, ATLG plus standard GVHD prophylaxis should be preferred over the standard GVHD prophylaxis alone. Copyright (C) 2019 Elsevier Ltd. All rights reserved.Peer reviewe

The risk of stroke recurrence in patients with atrial fibrillation and reduced ejection fraction

Abstract Background: Atrial fibrillation (AF) and congestive heart failure often coexist due to their shared risk factors leading to potential worse outcome, particularly cerebrovascular events. The aims of this study were to calculate the rates of ischemic and severe bleeding events in ischemic stroke patients having both AF and reduced ejection fraction (rEF) (⩽40%), compared to ischemic stroke patients with AF but without rEF. Methods: We performed a retrospective analysis that drew data from prospective studies. The primary outcome was the composite of either ischemic (stroke or systemic embolism), or hemorrhagic events (symptomatic intracranial bleeding and severe extracranial bleeding). Results: The cohort for this analysis comprised 3477 patients with ischemic stroke and AF, of which, 643 (18.3%) had also rEF. After a mean follow-up of 7.5 ± 9.1 months, 375 (10.8%) patients had 382 recorded outcome events, for an annual rate of 18.0%. While the number of primary outcome events in patients with rEF was 86 (13.4%), compared to 289 (10.2%) for the patients without rEF; on multivariable analysis rEF was not associated with the primary outcome (OR 1.25; 95% CI 0.84–1.88). At the end of follow-up, 321 (49.9%) patients with rEF were deceased or disabled (mRS ⩾3), compared with 1145 (40.4%) of those without rEF; on multivariable analysis, rEF was correlated with mortality or disability (OR 1.35; 95% CI 1.03–1.77). Conclusions: In patients with ischemic stroke and AF, the presence of rEF was not associated with the composite outcome of ischemic or hemorrhagic events over short-term follow-up but was associated with increased mortality or disability

Fuel Consumption Reduction and Efficiency Improvement in Urban Street Sweeper Using Power Split with Lockup Clutch Transmission

The aim of this work is to design a power split transmission for an urban street sweeper in order to reduce fuel consumption. The design process starts with the comparison between a hydrostatic and a hydromechanical power split transmission. Both transmissions have been tested through an acceleration test considering 30, 50, 70 and 100 percent of the rated engine power. The results of both models developed in the Simcenter AmesimTM environment show that the power split transmission presents a higher efficiency, which justifies the adoption of this type of transmission with respect to the hydrostatic system. Then, a pure mechanical gear is added to the base concept of the power split transmission. The mechanical gear is managed by a lockup clutch, which can be engaged during the working phase of the street sweeper, similar to an adaptive cruise control. In this case, both transmissions are tested through a regulated cycle, UNI-EN 151429-2, highlighting the advantage of using a pure mechanical branch. At the end, both transmissions are tested with a driving cycle acquired through an experimental setup consisting of a control unit, a GPS and a tablet for the monitoring of the speed profile. The results show that the adoption of a lockup clutch allows an increase in the system efficiency during the working phase, hence reducing the average fuel consumption during the mission test

Fuel Consumption Reduction and Efficiency Improvement in Urban Street Sweeper Using Power Split with Lockup Clutch Transmission

The aim of this work is to design a power split transmission for an urban street sweeper in order to reduce fuel consumption. The design process starts with the comparison between a hydrostatic and a hydromechanical power split transmission. Both transmissions have been tested through an acceleration test considering 30, 50, 70 and 100 percent of the rated engine power. The results of both models developed in the Simcenter AmesimTM environment show that the power split transmission presents a higher efficiency, which justifies the adoption of this type of transmission with respect to the hydrostatic system. Then, a pure mechanical gear is added to the base concept of the power split transmission. The mechanical gear is managed by a lockup clutch, which can be engaged during the working phase of the street sweeper, similar to an adaptive cruise control. In this case, both transmissions are tested through a regulated cycle, UNI-EN 151429-2, highlighting the advantage of using a pure mechanical branch. At the end, both transmissions are tested with a driving cycle acquired through an experimental setup consisting of a control unit, a GPS and a tablet for the monitoring of the speed profile. The results show that the adoption of a lockup clutch allows an increase in the system efficiency during the working phase, hence reducing the average fuel consumption during the mission test

Fuel Consumption Reduction and Efficiency Improvement in Urban Street Sweeper Using Power Split with Lockup Clutch Transmission

The aim of this work is to design a power split transmission for an urban street sweeper in order to reduce fuel consumption. The design process starts with the comparison between a hydrostatic and a hydromechanical power split transmission. Both transmissions have been tested through an acceleration test considering 30, 50, 70 and 100 percent of the rated engine power. The results of both models developed in the Simcenter Amesim (TM) environment show that the power split transmission presents a higher efficiency, which justifies the adoption of this type of transmission with respect to the hydrostatic system. Then, a pure mechanical gear is added to the base concept of the power split transmission. The mechanical gear is managed by a lockup clutch, which can be engaged during the working phase of the street sweeper, similar to an adaptive cruise control. In this case, both transmissions are tested through a regulated cycle, UNI-EN 151429-2, highlighting the advantage of using a pure mechanical branch. At the end, both transmissions are tested with a driving cycle acquired through an experimental setup consisting of a control unit, a GPS and a tablet for the monitoring of the speed profile. The results show that the adoption of a lockup clutch allows an increase in the system efficiency during the working phase, hence reducing the average fuel consumption during the mission test

Smart Design: Application of an Automatic New Methodology for the Energy Assessment and Redesign of Hybrid Electric Vehicle Mechanical Components

This work aimed to develop an automatic new methodology based on establishing if a mechanical component, designed for a conventional propulsion system, is also suitable for hybrid electric propulsion. Change in propulsion system leads to different power delivery and vehicle dynamics, which will be reflected in different load conditions acting on the mechanical components. It has been shown that a workflow based on numerical simulations and experimental tests represents a valid approach for the evaluation of the cumulative fatigue damage of a mechanical component. In this work, the front half-shaft of a road car was analyzed. Starting from the acquisition of a speed profile and the definition of a reference vehicle, in terms of geometry and transmission, a numerical model, based on longitudinal vehicle dynamics, was developed for both conventional and hybrid electric transmission. After the validation of the model, the cumulative fatigue damage of the front half-shaft was evaluated. The new design methodology is agile and light; it has been dubbed "Smart Design". The results show that changing propulsion led to greater fatigue damage, reducing the fatigue life component by 90%. Hence, it is necessary to redesign the mechanical component to make it also suitable for hybrid electric propulsion