Quark-gluon vertex in general kinematics

The original publication can be found at www.springerlink.com Submitted to Cornell University’s online archive www.arXiv.org in 2007 by Jon-Ivar Skullerud. Post-print sourced from www.arxiv.org.We compute the quark–gluon vertex in quenched lattice QCD in the Landau gauge, using an off-shell mean-field O(a)-improved fermion action. The Dirac-vector part of the vertex is computed for arbitrary kinematics. We find a substantial infrared enhancement of the interaction strength regardless of the kinematics.Ayse Kizilersu, Derek B. Leinweber, Jon-Ivar Skullerud and Anthony G. William

Crash Pulse Optimization for Occupant Protection at Various Impact Velocities

<p><b>Objective:</b> Vehicle deceleration has a large influence on occupant kinematic behavior and injury risks in crashes, and the optimization of the vehicle crash pulse that mitigates occupant loadings has been the subject of substantial research. These optimization research efforts focused on only high-velocity impact in regulatory or new car assessment programs though vehicle collisions occur over a wide range of velocities. In this study, the vehicle crash pulse was optimized for various velocities with a genetic algorithm.</p> <p><b>Method:</b> Vehicle deceleration was optimized in a full-frontal rigid barrier crash with a simple spring–mass model that represents the vehicle–occupant interaction and a Hybrid III 50th percentile male multibody model.</p> <p>To examine whether the vehicle crash pulse optimized at the high impact velocity is useful for reducing occupant loading at all impact velocities less than the optimized velocity, the occupant deceleration was calculated at various velocities for the optimized crash pulse determined at a high speed.</p> <p>The optimized vehicle deceleration–deformation characteristics that are effective for various velocities were investigated with 2 approaches.</p> <p><b>Results:</b> The optimized vehicle crash pulse at a single impact velocity consists of a high initial impulse followed by zero deceleration and then constant deceleration in the final stage. The vehicle deceleration optimized with the Hybrid III model was comparable to that determined from the spring–mass model.</p> <p>The optimized vehicle deceleration–deformation characteristics determined at a high speed did not necessarily lead to an occupant deceleration reduction at a lower velocity.</p> <p>The maximum occupant deceleration at each velocity was normalized by the maximum deceleration determined in the single impact velocity optimization. The resulting vehicle deceleration–deformation characteristic was a square crash pulse. The objective function was defined as the number of injuries, which was the product of the number of collisions at the velocity and the probability of occupant injury. The optimized vehicle deceleration consisted of a high deceleration in the initial phase, a small deceleration in the middle phase, and then a high deceleration in the final phase.</p> <p><b>Conclusion:</b> The optimized vehicle crash pulse at a single impact velocity is effective for reducing occupant deceleration in a crash at the specific impact velocity. However, the crash pulse does not necessarily lead to occupant deceleration reduction at a lower velocity. The optimized vehicle deceleration–deformation characteristics, which are effective for all impact velocities, depend on the weighting of the occupant injury measures at each impact velocity.</p

Proposal of a calculation method to determine the structural components' contribution on the deceleration of a passenger compartment based on the energy-derivative method

<p><b>Objective</b>: In car crashes, the passenger compartment deceleration significantly influences the occupant loading. Hence, it is important to consider how each structural component deforms in order to control the passenger compartment deceleration. In frontal impact tests, the passenger compartment deceleration depends on the energy absorption property of the front structures. However, at this point in time there are few papers describing the components' quantitative contributions on the passenger compartment deceleration. Generally, the cross-sectional force is used to examine each component's contribution to passenger compartment deceleration. However, it is difficult to determine each component's contribution based on the cross-sectional forces, especially within segments of the individual members itself such as the front rails, because the force is transmitted continuously and the cross-sectional forces remain the same through the component.</p> <p><b>Method</b>: The deceleration of a particle can be determined from the derivative of the kinetic energy. Using this energy-derivative method, the contribution of each component on the passenger compartment deceleration can be determined. Using finite element (FE) car models, this method was applied for full-width and offset impact tests. This method was also applied to evaluate the deceleration of the powertrain. The finite impulse response (FIR) coefficient of the vehicle deceleration (input) and the driver chest deceleration (output) was calculated from Japan New Car Assessment Program (JNCAP) tests. These were applied to the component's contribution on the vehicle deceleration in FE analysis, and the component's contribution to the deceleration of the driver's chest was determined.</p> <p><b>Result</b>: The sum of the contribution of each component coincides with the passenger compartment deceleration in all types of impacts; therefore, the validity of this method was confirmed. In the full-width impact, the contribution of the crush box was large in the initial phases, and the contribution of the passenger compartment was large in the final phases. For the powertrain deceleration, the crush box had a positive contribution and the passenger compartment had a negative contribution. In the offset test, the contribution of the honeycomb and the passenger compartment deformation to the passenger compartment deceleration was large. Based on the FIR analysis, the passenger compartment deformation contributed the most to the chest deceleration of the driver dummy in the full-width impact.</p> <p><b>Conclusions</b>: Based on the energy-derivative method, the contribution of the components' deformation to deceleration of the passenger compartment can be calculated for various types of crash configurations more easily, directly, and quantitatively than by using conventional methods. In addition, by combining the energy-derivative method and FIR, each structure's contribution to the occupant deceleration can be obtained. The energy-derivative method is useful in investigating how the deceleration develops from component deformations and also in designing deceleration curves for various impact configurations.</p

Synthesis of Ligand-Stabilized Metal Oxide Nanocrystals and Epitaxial Core/Shell Nanocrystals <i>via</i> a Lower-Temperature Esterification Process

The properties of metal oxide nanocrystals can be tuned by incorporating mixtures of matrix metal elements, adding metal ion dopants, or constructing core/shell structures. However, high-temperature conditions required to synthesize these nanocrystals make it difficult to achieve the desired compositions, doping levels, and structural control. We present a lower temperature synthesis of ligand-stabilized metal oxide nanocrystals that produces crystalline, monodisperse nanocrystals at temperatures well below the thermal decomposition point of the precursors. Slow injection (0.2 mL/min) of an oleic acid solution of the metal oleate complex into an oleyl alcohol solvent at 230 °C results in a rapid esterification reaction and the production of metal oxide nanocrystals. The approach produces high yields of crystalline, monodisperse metal oxide nanoparticles containing manganese, iron, cobalt, zinc, and indium within 20 min. Synthesis of tin-doped indium oxide (ITO) can be accomplished with good control of the tin doping levels. Finally, the method makes it possible to perform epitaxial growth of shells onto nanocrystal cores to produce core/shell nanocrystals

The influence of lower extremity postures on kinematics and injuries of cyclists in vehicle side collisions

<p><b>Objective</b>: A cyclist assumes various cyclic postures of the lower extremities while pushing the pedals in a rotary motion while pedaling. In order to protect cyclists in collisions, it is necessary to understand what influence these postures have on the global kinematics and injuries of the cyclist.</p> <p><b>Method</b>: Finite element (FE) analyses using models of a cyclist, bicycle, and car were conducted. In the simulations, the Total Human Model of Safety (THUMS) occupant model was employed as a cyclist, and the simulation was set up such that the cyclist was hit from its side by a car. Three representative postures of the lower extremities of the cyclist were examined, and the kinematics and injury risk of the cyclist were compared to those obtained by a pedestrian FE model. The risk of a lower extremity injury was assessed based on the knee shear displacement and the tibia bending moment.</p> <p><b>Results</b>: When the knee position of the cyclist was higher than the hood leading edge, the hood leading edge contacted the leg of the cyclist, and the pelvis slid over the hood top and the wrap-around distance (WAD) of the cyclist's head was large. The knee was shear loaded by the hood leading edge, and the anterior cruciate ligament (ACL) ruptured. The tibia bending moment was less than the injury threshold. When the cyclist's knee position was lower than the hood leading edge, the hood leading edge contacted the thigh of the cyclist, and the cyclist rotated with the femur as the pivot point about the hood leading edge. In this case, the head impact location of the cyclist against the car was comparable to that of the pedestrian collision. The knee shear displacement and the tibia bending moment were less than the injury thresholds.</p> <p><b>Conclusion</b>: The knee height of the cyclist relative to the hood leading edge affected the global kinematics and the head impact location against the car. The loading mode of the lower extremities was also dependent on the initial positions of the lower extremities relative to the car structures. In the foot up and front posture, the knee was loaded in a lateral shear direction by the hood leading edge and as a result the ACL ruptured. The bicycle frame and the struck-side lower extremity interacted and could influence the loadings on lower extremities.</p

Jezikoslovna analiza spletnih besedil na primeru objav Jonasa Žnidaršiča

V magistrskem delu so predstavljeni izhodiščni koncepti, ki so bili podlaga nadaljnjemu raziskovalnemu delu, in sicer osnovni pojmi pragmatike in stilistike, ključni pojme žanrske teorije ter pomembni vidiki za analizo slikovnih sestavin pri sporazumevanjupredstavljene so glavne značilnosti spletnih besedil, ki jih v prvi vrsti zaznamujejo hiperbesedilnost, večpredstavnost ter aktualnost. Opredeljeni so tudi osnovni pojmi povezani z blogom, značilnosti družbenega omrežja Twitter ter aplikacije Instagram. Drugi del zajema analizo spletnih objav Jonasa Žnidaršiča z vidika izhodiščnih konceptov. Avtor je besedila objavil na svojem blogu Futer in na Twitterju - podrobneje je analiziranih šest besedil, objavljenih na njegovem blogu, od tega štirje novejši in dva starejša bloga, ter njegovi tviti, objavljeni v obdobju enega leta (od aprila 2015 do marca 2016), ki se povezujejo tudi z njegovimi objavami na Instagramu. Metodološki pristop, ki je bil uporabljen pri analizi besedil, je bila kritična analiza diskurzaanalizirane pa so tako besedilne kot tudi nebesedilne prvine. Gre za presojevalno-polemični tip besedil, s katerimi avtor podaja svoje mnenje ali začenja diskusijo o aktualnih tematikah. Žnidaršič v obravnavanih besedilih s svojimi izbirami potrjuje svojo visoko razvito jezikovno kompetenčnost, njegov slog je humoren in sproščen, oba elementa pa tvorec vnaša s pomočjo jezikovnih izbir, in sicer predvsem z načrtnimi leksikalnimi ter skladenjskimi odkloni od norme.This Master\u27s thesis outlines some basic concepts, which were the basis for further research work, namely the core concepts of pragmatics and stylistics, key terms of theory of the genre and important aspects of the analysis of the pictorial components of communication. It further presents the main features of web texts, which are primarily characterised by hypertextuality, multimedia and topicality. Additionally, the basic concepts of blog and characteristics of social network Twitter and Instagram have been discussed. In the second part of the work the online posts of Jonas Žnidaršič have been analysed from the perspective of the basic concepts. The author has published his texts on his blog, Futer, and on Twitter. We have thoroughly analysed six of his texts published on his blog, four of which were newer and two older, and his tweets published over the period of one year (from April 2015 to March 2016), which link up with his Instagram publications too. The texts were analysed using critical discourse analysis methodology and both, textual and non-textual elements were analysed. The author presents his opinion or starts a discussion on current topics creating evaluative and polemical types of text. In the analysed texts Žnidaršič affirms his highly developed linguistic competencehis style of writing is humorous and relaxed and both of these elements are conveyed through language choice, mainly with premeditated lexical and syntactic deviations from norm

Distribution of <i>Bscl2</i> mRNA in the mouse central nervous system.

<p>Qualitative assessment of <i>Bscl2</i> mRNA expression across the rostral-caudal extent of the adult mouse brain, as indicated by radioactive in situ hybridisation histochemistry. Levels of expression: +, very low; ++, low; +++, moderate; ++++, high; +++++, very high; SC (+), scattered cells of low expression; SC (++) scattered cells of high expression.</p

Neuroanatomical characterisation of <i>Bscl2</i> mRNA in adult mouse brain.

<p>Radioactive in situ hybridisation histochemistry analysis of <i>Bscl2</i> mRNA distribution in coronal section across the rostral-caudal extent of adult mouse brain. Endogenous <i>Bscl2</i> expression was detected throughout the brain, for full characterisation see <a href="http://www.plosone.org/article/info:doi/10.1371/journal.pone.0045790#pone-0045790-t001" target="_blank">Table 1</a>. (<b>A–O</b>) ³⁵S-labelled <i>Bscl2</i> expression was detected in the piriform cortex (Pir), olfactory tubercle (Tu), islands of Calleja (ICj), caudate putamen (CP) lateral septal nucleus intermediate part (LSI), medial septal nucleus (MS), nucleus of the vertical limb of the diagonal band (VDB), lateral septal nucleus ventral part (LSV), nucleus of the horizontal limb of the diagonal band (HDB), magnocellular preoptic nucleus (MCPO), ventromedial preoptic nucleus (VMPO), median preoptic nucleus (MnPO), medial preoptic nucleus medial part (MPOM), paraventricular thalamic nucleus (PVA), lateral globus pallidus (LGP), supraoptic nucleus (SO), suprachiasmatic nucleus (SCh), subfornical organ (SFO), paraventricular nucleus of the hypothalamus (PVN), zona incerta (ZI), dorsomedial nucleus of the hypothalamus (DMH), ventromedial nucleus of the hypothalamus (VMH), arcuate nucleus of the hypothalamus (ARC), basomedial amygdaloid nucleus (BMA), medial amygdaloid nucleus (MeA), medial habenular (MHb), pyramidal cell layer of the hippocampus (py), granular layer of the dentate gyrus (GrDG), posterior hypothalamus (PH), supramammilliary nucleus medial part (SuMM), premammillary nucleus ventral part (PMV), nucleus of Darkschewitsch (Dk), Edinger-Westphal nucleus (EW), ventral tegmental area (VTA), dorsal raphe nucleus (DRN), periaqueductal grey (PAG), median raphe nucleus (MnR), lateral parabrachial nucleus (LPBN), dorsal tegmental nucleus (DTg), laterodorsal tegmental nucleus (LDTg), locus coeruleus (LC), Barrington’s nucleus (Bar), medial vestibular nucleus (MVe), ambiguous nucleus (Amb), dorsal vagal complex (DVC), hypoglossal nucleus (12N). Scale bar in (A) represents 1 mm and applies to all other images.</p

<i>Bscl2</i> mRNA distribution within the PVN and DVC.

<p>Radioactive in situ hybridisation histochemistry analysis of <i>Bscl2</i> mRNA distribution in coronal section across three rostral-to-caudal levels of adult PVN and DVC. (<b>A–C</b>) ³⁵S-labelled <i>Bscl2</i> mRNA expression in the PVN demonstrating robust labelling in the ventral (A), medial magnocellular (B), lateral magnocellular (B, C) and posterior domains (C). Scattered <i>Bscl2</i> labelled cells were expressed in the anterior and medial (B, C) parvicellular portion. (<b>D–F</b>) ³⁵S-labelled <i>Bslc2</i> mRNA expression in the DVC was highest within the 10N at the level of the area postrema. Within the NTS the preponderance of <i>Bscl2</i> mRNA was localised to the medial and ventral domains (E, F). No expression was detected in the area postrema (E). 4v, fourth ventricle; 10N, dorsal motor nucleus of the vagus; 12N, hypoglossal nucleus; AP, area postrema; cc, central canal; PaAP, PVN anterior parvicellular; PaLM, PVN lateral magnocellular; PaMM, PVN medial magnocellular; PaMP, PVN medial parvicellular; PaPo, PVN posterior; PaV, PVN ventral; SolC, NTS commissural; SolDL, NTS dorsolateral; SolG, NTS gelatinous; SolIM, NTS intermediate; SolM, NTS medial; SolV, NTS ventral; SolVL, NTS ventrolateral.</p

Validation of seipin antibody in the PVN and DVC of adult mouse.

<p>Dual <i>Bscl2</i> fluorescent in situ hybridisation and seipin immunohistochemistry. (<b>A–C</b>) Co-localisation of <i>Bscl2</i> mRNA and seipin in the magnocellular domain of the paraventricular nucleus of the hypothalamus (PVN) and (<b>G–I</b>) dorsal vagal complex (DVC). Co-localisation denoted by yellow colouring in panels C and I. Negative controls for fluorescent in situ hybridisation and immunohistochemical protocols in the PVN (<b>D–F</b>) and DVC (<b>J–L</b>) revealed no non-specific staining. Inserts (<b>C′</b>) and (<b>I′</b>) show high magnification images of cellular co-localisation. Scale bar in (A) represents 25 µm and applies to figures A<b>–</b>L; scale bar in (C′) represents 10 µm and applies to I′.3v, third ventricle; cc, central canal.</p