Nanometric Resolution Magnetic Resonance Imaging Methods for Mapping Functional Activity in Neuronal Networks

This contribution highlights and compares some recent achievements in the use of k-space and real space imaging(scanning probe and wide-filed microscope techniques), when applied to a luminescent color center in diamond, known as nitrogen vacancy (NV) center. These techniques combined with the optically detected magnetic resonance of NV, provide a unique platform to achieve nanometric magnetic resonance imaging (MRI) resolution of nearby nuclear spins (known as nanoMRI), and nanometric NV real space localization. Atomic size optically detectable spin probe. High magnetic field sensitivity and nanometric resolution. Non-invasive mapping of functional activity in neuronal networks

Changes of E-KERS Rules to Make F1 More Relevant to Road Cars

Today’s F1 hybrid cars are based on very similar power units made up of about the same internal combustion engine (ICE) and energy recovery system (ERS). Because of restrictive design rules permitting too much fuel per race, the internal combustion engine is not particularly fuel efficient. The methodology is based on lap time simulations and telemetry data for a F1 H car covering one lap of the Monaco Grand Prix. The methodology is based on lap time simulations and telemetry data for a F1 H car covering one lap of the Monaco Grand Prix. The present limit of 100 kg of fuel per race is excessive. The low power energy recovery system is used strategically rather than fuel savings recovering very little braking energy. The 4 MJ of storable energy is used only when it is strategically needed. The 2 MJ of recoverable energy allowed per lap are almost never collected. To return to be technically attractive, F1 should permit much more freedom in the definition of the ICE and the ERS. As the goal of the rules should be lowering the fuel consumption while keeping technical and sporting interest high, the best solution is more freedom to achieve the fastest car within more stringent limits of fuel economy. A real limit to the total fuel consumption for a race track like Monte Carlo should be not more than 80 kg of fuel. This would translate in more energy recovery to the ERS per lap and better fuel efficiency of the ICE and will certainly help more the design of passenger cars

Comparison of Regenerative Braking Efficiencies of MY2012 and MY2013 Nissan Leaf

The use of kinetic energy recovery systems (KERS) is the best solution presently available to dramatically improve the energy economy of passenger cars. The paper presents an experimental analysis of the energy flow to and from the battery of a MY 2012 and a MY 2013 Nissan Leaf covering the Urban Dynamometer Driving Schedule (UDDS). The two vehicles differ for the integration of the electric drivetrain component, plus a different use of the electric motor and the regenerative brakes, in addition to a different weight. It is shown that while the efficiency propulsive power to vehicle / power from battery are basically unchanged, at about 87-89 %, the efficiency power to the battery / braking power to vehicle are significantly improved from values of about 70-80 % to values of 72-87 %. The analysis provides a state-of-the-art benchmark of the propulsion and regenerative braking efficiencies of electric vehicles

Half/Full Toroidal, Single/Double Roller, CVT Based Transmission for a Super-Turbo-Charger

Turbocharging dramatically improves the power density of internal combustion engines. However, when the energy to turbine is either smaller or larger than what is needed by the compressor for a specific steady state or transient point, there are downfalls, such as turbo-lag, lack of boost, or wasted exhaust energy. Here we propose a super-turbo-charger, where the turbo-charger shaft is connected to the crankshaft through a continuously variable transmission (CVT) and gears’ pairs. Different designs are considered, half-toroidal and full-toroidal, single-roller or double-roller, single-CVT or two-CVT-in-series. Energy is drawn from the crankshaft or delivered to the crank-shaft to improve the steady or transient operation. In this paper, a six-cylinder, dual fuel diesel injection ignition engine is super-turbocharged. Engine performance simulations show the opportunity to achieve a nearly flat maximum torque all over the range of engine speeds and very high efficiencies from one fourth of the load up-wards

Nanomagnetic Resonance Imaging (Nano-MRI) Gives Personalized Medicine a New Perspective

This chapter provides a brief overview of molecular imaging techniques and its present and future potential in personalized medicine, with special a focus on the magnetic resonance imaging (MRI) approach. It discusses the current techniques that allow for the in vivo visualization of molecular processes at the nanoscale resolution (nano-MRI). Nano-MRI is progressing rapidly thanks to the work of a very small but extremely brilliant community of experts. This paper is not intended to be a comprehensive review of nano-MRI written for these experts, but rather a concise description of the present achievements for a much broader audience of medical professionals. The goal is to bridge the gap between the nano- MRI community and those in the medical field that will ultimately benefit from the further development of nano-MRI targeting specific medical goals. The aim of this review is to highlight the potential of nano-MRI in the improvement of MRI sensitivity and consequently on the impact of this widely used technique for diagnosis and personalized treatment. Sensitivity improvements are based on the use of magnetic nanoprobes in conventional MRI as well as novel nanoscale imaging based on nitrogen-vacancy (NV) centers in diamonds

Numerical Study of the Operation of Motorcycles Covering the Urban Dynamometer Driving Schedule

It is shown, for the most challenging case of a cruiser motorcycle of low weight-specific and displacement-specific power and torque, that the tuning for better top end performances is irrelevant for the operation over the driving schedule used for certification. During the certification test, the engine only operates in the low speeds and loads portion of the map. It is concluded that any statement about motorcycles’ pollution and fuel consumption should be only based on the measurement of their regulated emissions through proper chassis dynamometer tests, possibly redefining the driving schedule to better represent real driving conditions

Advances in diamond nanofabrication for ultrasensitive devices

This paper reviews some of the major recent advances in single-crystal diamond nanofabrication and its impact in nano- and micro-mechanical, nanophotonics and optomechanical components. These constituents of integrated devices incorporating specific dopants in the material provide the capacity to enhance the sensitivity in detecting mass and forces as well as magnetic field down to quantum mechanical limits and will lead pioneering innovations in ultrasensitive sensing and precision measurements in the realm of the medical sciences, quantum sciences and related technologies

Author Correction: Chlorination disadvantages and alternative routes for biofouling control in reverse osmosis desalination

In the original version of this Review Article the affiliation and address for Lorenzo Rosa were incorrectly given as "University of Parma, Department of Information Engineering, Parma 43121, Italy"

Changes of E-KERS Rules to Make F1 More Relevant to Road Cars

Today’s F1 hybrid cars are based on very similar power units made up of about the same internal combustion engine (ICE) and energy recovery system (ERS). Because of restrictive design rules permitting too much fuel per race, the internal combustion engine is not particularly fuel efficient. The methodology is based on lap time simulations and telemetry data for a F1 H car covering one lap of the Monaco Grand Prix. The methodology is based on lap time simulations and telemetry data for a F1 H car covering one lap of the Monaco Grand Prix. The present limit of 100 kg of fuel per race is excessive. The low power energy recovery system is used strategically rather than fuel savings recovering very little braking energy. The 4 MJ of storable energy is used only when it is strategically needed. The 2 MJ of recoverable energy allowed per lap are almost never collected. To return to be technically attractive, F1 should permit much more freedom in the definition of the ICE and the ERS. As the goal of the rules should be lowering the fuel consumption while keeping technical and sporting interest high, the best solution is more freedom to achieve the fastest car within more stringent limits of fuel economy. A real limit to the total fuel consumption for a race track like Monte Carlo should be not more than 80 kg of fuel. This would translate in more energy recovery to the ERS per lap and better fuel efficiency of the ICE and will certainly help more the design of passenger cars

Design of Direct Injection Jet Ignition High Performance Naturally Aspirated Motorcycle Engines

Thanks to the adoption of high pressure, direct injection and jet ignition, plus electrically assisted turbo-compounding, the fuel conversion efficiency of Fédération Internationale de l’Automobile (FIA) F1 engines has been spectacularly improved up to values above 46% peak power, and 50% peak efficiency, by running lean of stoichiometry stratified in a high boost, high compression ratio environment. Opposite, Federation Internationale de Motocyclisme (FIM) Moto-GP engines are still naturally aspirated, port injected, spark ignited, working with homogeneous mixtures. This old fashioned but highly optimized design is responsible for relatively low fuel conversion efficiencies, and yet delivers an outstanding specific power density of 200 kW/liter. The potential to improve the fuel conversion efficiency of Moto-GP engines through the adoption of direct injection and jet ignition, prevented by the current rules, is herein discussed based on simulations. As two-stroke engines may benefit from direct injection and jet ignition more than four-stroke engines, the opportunity of a return of two-stroke engines is also argued, similarly based on simulations. About the same power, but at a better fuel efficiency, of today’s 1000 cm3 four stroke engines, may be obtained with lean stratified direct injection jet ignition engines, four-stroke of 1450 cm3, or two-stroke of 1050 cm3. About the same power and fuel efficiency may also be delivered with stoichiometric engines direct injection jet ignition two-stroke of 750 cm3