Maximum performance of piezoelectric energy harvesters when coupled to interface circuits

This paper presents a complete optimization of a piezoelectric vibration energy harvesting system, including a piezoelectric transducer, a power conditioning circuit with full semiconductor device models, a battery and passive components. To the authors awareness, this is the first time and all of these elements have been integrated into one optimization. The optimization is done within a framework, which models the combined mechanical and electrical elements of a complete piezoelectric vibration energy harvesting system. To realize the optimization, an optimal electrical damping is achieved using a single-supply pre-biasing circuit with a buck converter to charge the battery. The model is implemented in MATLAB and verified in SPICE. The results of the full system model are used to find the mechanical and electrical system parameters required to maximize the power output. The model, therefore, yields the upper bound of the output power and the system effectiveness of complete piezoelectric energy harvesting systems and, hence, provides both a benchmark for assessing the effectiveness of existing harvesters and a framework to design the optimized harvesters. It is also shown that the increased acceleration does not always result in increased power generation as a larger damping force is required, forcing a geometry change of the harvester to avoid exceeding the piezoelectric breakdown voltage. Similarly, increasing available volume may not result in the increased power generation because of the difficulty of resonating the beam at certain frequencies whilst utilizing the entire volume. A maximum system effectiveness of 48% is shown to be achievable at 100 Hz for a 3.38-cm3 generator

Tuning Resonant Energy Harvesters Using a Variable Reluctance Link

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Older adults who have previously fallen due to a trip walk differently than those who have fallen due to a slip

Studying the relationships between centre of mass (COM) and centre of pressure (COP) during walking has been shown to be useful in determining movement stability. The aim of the current study was to compare COM–COP separation measures during walking between groups of older adults with no history of falling, and a history of falling due to tripping or slipping. Any differences between individuals who have fallen due to a slip and those who have fallen due to a trip in measures of dynamic balance could potentially indicate differences in the mechanisms responsible for falls. Forty older adults were allocated into groups based on their self-reported fall history during walking. The non-faller group had not experienced a fall in at least the previous year. Participants who had experienced a fall were split into two groups based on whether a trip or slip resulted in the fall(s). A Vicon system was used to collect full body kinematic trajectories. Two force platforms were used to measure ground reaction forces. The COM was significantly further ahead of the COP at heel strike for the trip (14.3 ± 2.7 cm) and slip (15.3 ± 1.1 cm) groups compared to the non-fallers (12.0 ± 2.7 cm). COM was significantly further behind the COP at foot flat for the slip group (−14.9 ± 3.6 cm) compared to the non-fallers (−10.3 ± 3.9 cm). At mid-swing, the COM of the trip group was ahead of the COP (0.9 ± 1.6 cm), whereas for the slip group the COM was behind the COP (−1.2 ± 2.2 cm). These results show identifiable differences in dynamic balance control of walking between older adults with a history of tripping or slipping and non-fallers

Benchmarking 2D hydraulic models for urban flood simulations

This paper describes benchmark testing of six two-dimensional (2D) hydraulic models (DIVAST, DIVASTTVD, TUFLOW, JFLOW, TRENT and LISFLOOD-FP) in terms of their ability to simulate surface flows in a densely urbanised area. The models are applied to a 1·0 km × 0·4 km urban catchment within the city of Glasgow, Scotland, UK, and are used to simulate a flood event that occurred at this site on 30 July 2002. An identical numerical grid describing the underlying topography is constructed for each model, using a combination of airborne laser altimetry (LiDAR) fused with digital map data, and used to run a benchmark simulation. Two numerical experiments were then conducted to test the response of each model to topographic error and uncertainty over friction parameterisation. While all the models tested produce plausible results, subtle differences between particular groups of codes give considerable insight into both the practice and science of urban hydraulic modelling. In particular, the results show that the terrain data available from modern LiDAR systems are sufficiently accurate and resolved for simulating urban flows, but such data need to be fused with digital map data of building topology and land use to gain maximum benefit from the information contained therein. When such terrain data are available, uncertainty in friction parameters becomes a more dominant factor than topographic error for typical problems. The simulations also show that flows in urban environments are characterised by numerous transitions to supercritical flow and numerical shocks. However, the effects of these are localised and they do not appear to affect overall wave propagation. In contrast, inertia terms are shown to be important in this particular case, but the specific characteristics of the test site may mean that this does not hold more generally

Novel Environmental Features for Robust Multisensor Navigation

Many navigation techniques have now become so reliant on GNSS that there is no back up when there is limited or no signal reception. If there is interference, intentional or otherwise, with the signal, navigation could be lost or become misleading [1]. Other navigation techniques harness different technologies such as Wi-Fi [2], eLoran and inertial navigation. However, each of these techniques has its own limitations, such as coverage, degradation in urban areas or solution drift [3]. Therefore there is a need for new navigation and positioning techniques that may be integrated with GNSS to increase the reliability of the system as a whole. This paper presents the results of a feasibility study to identify a set of novel environmental features that could be used for navigation in the temporary absence of GNSS or degradation of the signal. By measuring these features during times of GNSS availability a map can be produced. This can be referred to during times of limited reception, a principle already used for some Wi-Fi positioning techniques [2]. Therefore a “measurable” can be defined as a feature either man-made or natural that is spatially distinct and has limited temporal variation. Possibilities considered include magnetic anomalies [4], light intensity and road signs. Firstly, a brainstorming exercise and a literature study were conducted to generate a list of possible environmental features that was assessed for the viability of each candidate. The features were ranked according to three criteria: practicality, precision and coverage. The definition of practicality for each measurable was that a suitable detector must be installable on a road vehicle, particularly an emergency vehicle, at a reasonable cost with minimal alterations to the vehicle. Precision was defined in terms of the spatial variation of the environmental feature and thus the accuracy with which position information might be derived from it. Coverage was assessed in terms of the availability of the feature over a range of different environments. Continuous coverage is not required because the new measurables may be used in combination and integrated with dead reckoning techniques, such as odometry and inertial navigation [3]. The outcome of the viability study was used to determine which features are to be experimentally tested. Magnetic anomalies, road texture and a dozen other environmental features were found to be worth investigation. Features which were discounted include wind speed and pulsars [5]. The initial experiment was carried out on foot in Central London. The same tests were repeated on two separate days, with a closed loop circuit walked three times on each occasion. This experiment used an Inertial Measurement Unit (IMU), comprising accelerometer and gyro triads, together with a barometer, three-axis magnetometer and GNSS receiver. The experiment was also recorded using a camcorder from the point of view of a pedestrian, enabling visual and audio features of the environment to be assessed. Magnetic anomalies were found to be a promising source of position information. Peaks in the magnetometer data were observed on all rounds at approximately the same positions. There were also similarities seen in the temperature profiles after correcting for the temporal variation of the background temperature. Another potential source of position information was found to be text-based signs. It is relatively simple to extract text from camera images and it is easily stored in a feature database. However, methods of dealing with identically-worded signs in close proximity will need to be developed. Sound levels were analysed in 10s intervals for the mean, minimum and maximum sound volume. There was no clear correlation observed between the different rounds of the experiment. Due to the pedestrian experimental results sound levels of the surroundings will not be used in further experimentation. An alternative area of enquiry for using sound (in the vehicular experiments) is using microphones to indirectly measure road texture based on the noise from the wheel contact with the road [6]. The paper will also present results of road vehicle experiments. Multiple circuits of the same routes will be compared. Different environments will be assessed including rural, dual carriageways, suburban and urban roads. Sensors to be used include the IMU and 3-axis magnetometer from the pedestrian experiment, a barometer, gas sensors, a microphone, an axle-mounted accelerometer, an ambient light sensor and a thermometer. These will be placed either on, inside or under the vehicle as determined by the individual needs of the sensors. The results will be used to determine which of these sensors could be potentially used for a multisensor integrated navigation system and also the environments in which they work optimally. Using the results of the three feasibility study phases (literature review, pedestrian and road experiment) the next project stage will be to produce a demonstration system that uses the most feasible features of the environment and creates a map database during times GNSS is present. This database will then be used for navigation in times of need. In the long term, it is envisaged that this technique will be implemented cooperatively, with a batch of vehicles collecting feature data and contributing it to a common shared database. / References [1] Thomas, M., et al., Global Navigation Space Systems: Reliance and Vulnerabilities, London, UK: Royal Academy of Engineering, 2011. [2] Jones, K., L. Liu, and F. Alizadeh-Shabdiz, “Improving Wireless Positioning with Look-ahead Map-Matching,” Proc. MobiQuitous 2007, Phildaelphia, PA, February 2008, pp. 1-8. [3] Groves, P.D., Principles of GNSS, Inertial, and Multisensor Intergrated Navigation Systems, Second Edition, Artech House, 2013. [4] Judd, T., and T. Vu, “Use of a New Pedometric Dead Reckoning Module in GPS Denied Environments,” Proc. IEEE/ION PLANS, Monterey, CA, May 2008, pp. 120?128. [5] Walter, D. J., "Feasibility study of novel environmental feature mapping to bridge GNSS outage," Young Navigator Conference, London, 2012. [6] Mircea, M., et al., “Strategic mapping of the ambient noise produced by road traffic, accordingly to European regulations,” Proc. IEEE International Conference on Automation, Quality and Testing, Robotics, Cluj Napoca, Romania, May 2008

Reduced performance of native infauna following recruitment to a habitat-forming invasive marine alga

Despite well-documented negative impacts of invasive species on native biota, evidence for the facilitation of native organisms, particularly by habitat-forming invasive species, is increasing. However, most of these studies are conducted at the population or community level, and we know little about the individual fitness consequences of recruitment to habitat-forming invasive species and, consequently, whether recruitment to these habitats is adaptive. We determined the consequences of recruitment to the invasive green alga Caulerpa taxifolia on the native soft-sediment bivalve Anadara trapezia and nearby unvegetated sediment. Initially, we documented the growth and survivorship of A. trapezia following a natural recruitment event, to which recruitment to C. taxifolia was very high. After 12 months, few clams remained in either habitat, and those that remained showed little growth. Experimental manipulations of recruits demonstrated that all performance measures (survivorship, growth and condition) were significantly reduced in C. taxifolia sediments compared to unvegetated sediments. Exploration of potential mechanisms responsible for the reduced performance in C. taxifolia sediments showed that water flow and water column dissolved oxygen (DO) were significantly reduced under the canopy of C. taxifolia and that sediment anoxia was significantly higher and sediment sulphides greater in C. taxifolia sediments. However, phytoplankton abundance (an indicator of food supply) was significantly higher in C. taxifolia sediments than in unvegetated ones. Our results demonstrate that recruitment of native species to habitat-forming invasive species can reduce growth, condition and survivorship and that studies conducted at the community level may lead to erroneous conclusions about the impacts of invaders and should include studies on life-history traits, particularly juveniles. © 2008 Springer-Verlag

Road navigation using multiple dissimilar environmental features to bridge GNSS outages

Many navigation techniques have now become so reliant on GNSS that there is no back-up when there is limited or no signal reception. If there is interference, deliberate jamming or spoofing, and/or blockage and reflection of the signals by buildings, navigation could be lost or become misleading. Other navigation techniques harness different technologies such as Wi-Fi, eLoran and inertial navigation. However, each of these techniques has its own limitations, such as coverage, degradation in urban areas or solution drift. Therefore there is a need for new navigation and positioning paradigms that may be integrated with GNSS to increase the reliability of the system as a whole. This paper presents the results of a feasibility study to identify a set of novel environmental features that could be used for road navigation in the temporary absence or degradation of GNSS. By measuring these features during times of GNSS availability, a map can be produced. This map can be referred to during times of limited reception. The most feasible environmental features are identified, their potential for providing position information is quantified and various methods of combining these features are analysed. It was found across multiple test routes that it is possible to determine the position of a vehicle along a route using three sensors: barometer, magnetometer and a camera looking at road signs. This work is relevant to any road application that requires resilient positioning. Examples include navigation and tracking of ambulances, fire, police and security vehicles; high-value asset tracking; transport logistics; road-user charging and pay-as-you-drive insurance

Calcitization of aragonitic bryozoans in Cenozoic tropical carbonates from East Kalimantan, Indonesia

© The Author(s) 2016. Open Access. This article is distributed under the terms of the Creative Commons Attribution 4.0 International License (http://creativecommons.org/licenses/by/4.0/), which permits unrestricted use, distribution, and reproduction in any medium, provided you give appropriate credit to the original author(s) and the source, provide a link to the Creative Commons license, and indicate if changes were made. The file attached is the published version of the article

Rpgrip1 is required for rod outer segment development and ciliary protein trafficking in zebrafish

The authors would like to thank the Royal Society of London, the National Eye Research Centre, the Visual Research Trust, Fight for Sight, the W.H. Ross Foundation, the Rosetrees Trust, and the Glasgow Children’s Hospital Charity for supporting this work. This work was also supported by the Deanship of Scientific Research at King Saud University for funding this research (Research Project) grant number ‘RGP – VPP – 219’.Mutations in the RPGR-interacting protein 1 (RPGRIP1) gene cause recessive Leber congenital amaurosis (LCA), juvenile retinitis pigmentosa (RP) and cone-rod dystrophy. RPGRIP1 interacts with other retinal disease-causing proteins and has been proposed to have a role in ciliary protein transport; however, its function remains elusive. Here, we describe a new zebrafish model carrying a nonsense mutation in the rpgrip1 gene. Rpgrip1homozygous mutants do not form rod outer segments and display mislocalization of rhodopsin, suggesting a role for RPGRIP1 in rhodopsin-bearing vesicle trafficking. Furthermore, Rab8, the key regulator of rhodopsin ciliary trafficking, was mislocalized in photoreceptor cells of rpgrip1 mutants. The degeneration of rod cells is early onset, followed by the death of cone cells. These phenotypes are similar to that observed in LCA and juvenile RP patients. Our data indicate RPGRIP1 is necessary for rod outer segment development through regulating ciliary protein trafficking. The rpgrip1 mutant zebrafish may provide a platform for developing therapeutic treatments for RP patients.Publisher PDFPeer reviewe