Constraints on the trilinear Higgs self coupling from precision observables

We present the constraints on the trilinear Higgs self coupling that arise from loop effects in the $W$ boson mass and the effective sine predictions. We compute the contributions to these precision observables of two-loop diagrams featuring an anomalous trilinear Higgs self coupling. We explicitly show that the same anomalous contributions are found if the analysis of $m_{ \scriptscriptstyle W}$ and \mbox{\sin^2 \theta^{{\rm lep}}_{{\rm eff}}} is performed in a theory in which the scalar potential in the Standard Model Lagrangian is modified by an (in)finite tower of $(\Phi^\dagger \Phi)^n$ terms with $\Phi$ the Higgs doublet. We find that the bounds on the trilinear Higgs self coupling from precision observables are competitive with those coming from Higgs pair production.Comment: 23 pages, 4 figures; V2: References added, version published on JHE

Post-constructivism, languages and learning environments. From the study of the media and hypertext to the web 2.0, instructional design, post-constructivism and enactivism

Este artículo surge con el objetivo fundamental de dar respuesta a dos interrogantes: a) ¿Cómo han cambiado las tecnologías en los últimos veinte años y qué recorrido se ha efectuado desde la Tecnología Educativa?, b) ¿Qué desafíos les esperan en el futuro próximo a los profesores de Tecnología Educativa? Para adentrarnos en su desarrollo, partimos de la siguiente premisa: hoy, más que ayer, los profesores de Tecnología Educativa antes de ser expertos en la introducción de las TIC en la didáctica, están llamados a repensar la didáctica, incluso con las TIC.This article born with the fundamental aim to answer two questions: a) How technologies (TE) have changed in the last twenty years and which way has the educational technology been followed? and b) What are the challenges for educational technology teachers in the next future, what borders do they have to face? To go into detail about its development, we start from the premise that today more than yesterday, teachers who teach Educational Technology are called to rethink teaching, even with ICT

Visible design

The presence of digital artefacts in the surrounding world holds both a structured and a structuring role that has an impact on the rationales with which we act and organise our behaviour and knowledge. The process that leads towards a major subject’s agentivity and towards a primary role of the design, useful to act in a complex context, is supported by digital technologies. Media Education takes us to new operative and cognitive modalities and promotes a critical attitude. Also at school, the design process plays a central role since the complexity of contexts, their fragmentation and the lack of “meta narratives/grand narratives” (Lyotard, 1987) requires that the teacher build situated rationales. Digital technologies can support the design process. Thanks to digitalisation, the design artefact becomes a fluid object that comes from the design, which can then be used in the classroom as a mediator and make students visualise the path. It supports the teacher and the students in their actions and it is completed in the documentation. The design artefact replaces the teacher in some routines, that is, the activities of the teacher to frame the class, to connect the present activity with past and future onesand to build a net of meaning that provides a comprehensive vision of the path. Those aspects affect the students’ guidanceand their motivation, but the presence of the artefact in the classroom also supports the teacher by fostering self-confidence. This is the proposal that the present article aims at deepening

The curriculum, the macro design and the micro design, and the curriculum transposition

The didactical design is organized in different documents that are peculiar in the different countries. In Italy there id the school curriculum starting from the national guidelines for the pre-school, primary and middle school, and from the regulations for the high school. Then many teachers create yearly design documents for each discipline collaborating, at times, with colleague of parallel classes.&amp;nbsp; In this article, such yearly documents will be called "macro design", while the design of the single work sessions (from 1 to 8 hours in class) will be called "micro design". The complexity, finally, requires that macro and micro design are transponed and it is needed that a design artefact can be shared in class with students starting processes of co-design.The article analyses the role and the structure of the school curriculum in the current context, the relationships between the macro and micro design and, finally, the need of a transposition of the design artefacts to share the design with students.The article "the curriculum", present in the same issue, is the logic premise of the present contribution.</jats:p

Optimization-Driven Powertrain-Oriented Adaptive Cruise Control to Improve Energy Saving and Passenger Comfort

Assessing the potential of advanced driver assistance systems requires developing dedicated control algorithms for controlling the longitudinal speed of automated vehicles over time. In this paper, a multiobjective off-line optimal control approach for planning the speed of the following vehicle in adaptive cruise control (ACC) driving is proposed. The implemented method relies on the principle of global optimality fostered by dynamic programming (DP) and aims to minimize propelling energy consumption and enhance passenger comfort. The powertrain model and onboard control system are integrated within the proposed car-following optimization framework. The retained ACC approach ensures that the distance between the following vehicle and the preceding vehicle is always maintained within allowed limits. The flexibility of the proposed method is demonstrated here through ease of implementation on a wide range of powertrain categories, including a conventional vehicle propelled by an internal combustion engine solely, a pure electric vehicle, a parallel P2 hybrid electric vehicle (HEV) and a power-split HEV. Moreover, different driving conditions are considered to prove the effectiveness of the proposed optimization-driven ACC approach. Obtained simulation results suggest that up to 22% energy-saving and 48% passenger comfort improvement might be achieved for the ACC-enabled vehicle compared with the preceding vehicle by implementing the proposed optimization-driven ACC approach. Engineers may adopt the proposed workflow to evaluate corresponding real-time ACC approaches and assess optimal powertrain design solutions for ACC driving

Dynamic Programming Based Rapid Energy Management of Hybrid Electric Vehicles with Constraints on Smooth Driving, Battery State-of-Charge and Battery State-of-Health

Dynamic programming (DP) is currently the reference optimal energy management approach for hybrid electric vehicles (HEVs). However, several research concerns arise regarding the effective application of DP for optimal HEV control problems which involve a significant number of control variables, state variables and optimization constraints. This paper deals with an optimal control problem for a full parallel P2 HEV with constraints on battery state-of-charge (SOC), battery lifetime in terms of state-of-health (SOH), and smooth driving in terms of the frequencies of internal combustion engine (ICE) activations and gear shifts over time. The DP formulation for the considered HEV control problem is outlined, yet its practical application is demonstrated as unfeasible due to a lack of computational power and memory in current desktop computers. To overcome this drawback, a computationally efficient version of DP is proposed which is named Slope-weighted Rapid Dynamic Programming (SRDP). Computational advantage is achieved by SRDP in considering only the most efficient HEV powertrain operating points rather than the full set of control variable values at each time instant of the drive cycle. A benchmark study simulating various drive cycles demonstrates that the introduced SRDP can achieve compliance with imposed control constraints on battery SOC, battery SOH and smooth driving. At the same time, SRDP can achieve up to 78% computational time saving compared with a baseline DP approach considering the Worldwide Harmonized Light Vehicle Test Procedure (WLTP). On the other hand, the increase in the fuel consumption estimated by SRDP is limited within 3.3% compared with the baseline DP approach if the US06 Supplemental Federal Test Procedure is considered. SRDP could thus be exploited to efficiently explore the large design space associated to HEV powertrains

Planning The Velocity of a Parallel Hybrid Electric in Vehicle-to-vehicle Autonomous Driving: an Optimization-based Approach

Improved numerical tools are required to foster flexible and effective advancement of innovative electrified and highly automated road vehicles. This paper proposes an optimization-based approach to off-line plan the longitudinal velocity of a hybrid electric vehicle (HEV) when travelling as Ego vehicle in a vehicle-to-vehicle (V2V) autonomous driving scenario. A parallel P2 hybrid powertrain layout is retained along with the corresponding on-board supervisory controller. A mathematical formulation for the optimal V2V autonomous driving control problem is provided and consequently solved with an optimization method based on dynamic programming (DP). The implemented DP formulation particularly exploits information about the overall longitudinal speed profile of a Lead vehicle in a predefined driving mission to determine the velocity profile of the Ego vehicle. Optimization constraints involve maintaining the inter-vehicular distance value within allowed limits while aiming at minimizing both the magnitude of Ego vehicle acceleration events and the overall Ego vehicle fuel consumption as predicted according to the on-board hybrid supervisory control logic. Simulation results for different driving missions demonstrate that, using the proposed DP formulation, the Ego vehicle can achieve both smoother speed profiles and improved fuel economy by some percentage points in V2V autonomous driving compared to the retained Lead vehicle embedding the same HEV powertrain layout