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Solar type III radio bursts are generated by beams of energetic electrons that travel along open magnetic field lines through the corona and into interplanetary space. However, understanding the source of these electrons and how they escape into interplanetary space remains an outstanding topic. Here we report multi-instrument, multi-perspective observations of an interplanetary type III radio burst event shortly after the second perihelion of the Parker Solar Probe (PSP). This event was associated with a solar jet that produced an impulsive microwave burst event recorded by the Expanded Owens Valley Solar Array (EOVSA). The type III burst event also coincided with the detection of enhanced in situ energetic electrons recorded by both PSP at 0.37 AU and WIND at 1 AU, which were located very closely on the Parker spiral longitudinally. The close timing association and magnetic connectivity suggest that the in situ energetic electrons originated from the jet's magnetic reconnection region. Intriguingly, microwave imaging spectroscopy results suggest that the escaping energetic electrons were injected into a large opening angle of about 90 degrees, which is at least nine times broader than the apparent width of the jet spire. Our findings provide an interpretation for the previously reported, longitudinally broad spatial distribution of flare locations associated with prompt energetic electron events and have important implications for understanding the origin and distribution of energetic electrons in the interplanetary space., Comment: 20 pages, 12 figures, Accepted for publication in The Astrophysical Journal

This study is focused on synthesizing Nitinol by additive manufacturing that can provide desirable mechanical properties for orthopedic implants and adding functionally gradient coating that can enhance both safety and biocompatibility for orthopedic implant applications. The characteristics of additively manufactured Nitinol, by using the direct energy deposition (DED) technique, were experimentally studied. Because of a unique layer-by-layer manufacturing scheme, the microstructure and associated properties (mechanical and thermo-mechanical properties) of the DED Nitinol is different compared to conventionally produced Nitinol. Both the feasibility of manufacturing defect-free microstructure and the precise control of chemical composition were demonstrated. Effects of chemical compositions and post heat-treatment conditions on the phase transformation temperatures of the DED Nitinol were systematically analyzed and compared with those of conventional Nitinol. More precise control of phase transformation temperature from DED Nitinol was possible due to incoherent precipitate formation during aging heat treatment. In a similar way, the mechanical properties of the DED Nitinol were less sensitive to its chemical compositions and post heat-treatment conditions. The feasibility of the precise control of both mechanical and thermo-mechanical properties of the DED Nitinol was demonstrated which can broaden its applications. The bulk polycrystalline properties of the NiTi phase were studied via molecular dynamics (MD) simulations. Thermo-mechanical properties that are highly sensitive to chemical composition were not precisely predicted from previous reports and studies. In this study, realistic boundary conditions were applied to calculate bulk polycrystalline properties. Thermally driven phase transitions of NiTi between martensite and austenite are simulated with external stresses in both normal and shear directions. It is shown that phase transformation temperatures are affected by applied external stresses, and realistic values compared to experimental data are correctly predicted only when external stresses in both normal and shear directions are similar to the experimentally observed values of 0.05 – 0.1 GPa. The experimentally observed grain orientation and grain boundary thickness were applied to simulation domains for the prediction of the elastic moduli. The elastic moduli of polycrystalline NiTi structure was calculated as 52 GPa which is close to the experimentally reported value of 20-40 GPa while other studies predicted over 85 GPa. Lastly, pure titanium gradient layers were coated on the Nitinol surface for orthopedic implant applications to eliminate potentially toxic Ni ion release. Using the DED technique, both the core Nitinol and titanium gradient layers were manufactured with high purity and without microstructural defects. An additional biomedical coating of Hydroxyapatite (HA) was deposited on the outer surface using the cold spray technique. The resultant bonding strength was determined to be 26 MPa which exceeded the requirement of the ISO-13779 standard (15 MPa). The in vitro test of the Ni release rate from the entire gradient Nitinol structure was very low, which was comparable to drinking water.

Background Errors in counting spinal segments are common during interventional procedures when there are transitional vertebrae. In this study, we investigated the prevalence of the transitional vertebrae including thoracolumbar transitional vertebra (TLTV) and lumbosacral transitional vertebrae (LSTV). The relationship between the existence of TLTV and abnormal rib count or the existence of LSTV were also evaluated. Methods The vertebral levels were counted craniocaudally, starting from C1, based on the assumption of 7 cervical, 12 thoracic, and 5 lumbar vertebrae, using whole spine spiral three-dimensional computed tomographic images. The 20th and 25th vertebrae were defined as L1 and S1, respectively. Results In total, 150 patients had TLTV, with a prevalence of 11.2% (150/1,340). LSTV was observed in 111 of 1,340 cases (8.3%). Sacralization was observed in 68 of 1,340 cases (5.1%) and lumbarization in 43 of 1,340 cases (3.2%). There was a significant relationship between the existence of TLTV and the abnormal rib count (odds ratio [OR]: 117.26, 95% confidence interval [95% CI]: 60.77–226.27; P < 0.001) and LSTV (OR: 7.38, 95% CI: 3.99–13.63; P < 0.001). Conclusions Our study results suggest that patients with TLTV are more likely to have an abnormal rib count or LSTV. If a TLTV or LSTV is seen on the fluoroscopic image, a whole spine image is necessary to permit accurate numbering of the lumbar vertebra.

Chromospheric activities prior to solar flares provide important clues to solar flare initiation, but are as yet poorly understood. We report a significant and rapid H$��$ line broadening before the solar flare SOL2011-09-29T18:08, that was detected using the unprecedented high-resolution H$��$ imaging spectroscopy with the Fast Imaging Solar Spectrograph (FISS) installed on the 1.6 m New Solar Telescope (NST) at Big Bear Solar Observatory.The strong H$��$ broadening extends as a blue excursion up to -4.5 A and as a red excursion up to 2.0 A, which implies a mixture of velocities in the range of -130 km/s to 38 km/s by applying the cloud model, comparable to the highest chromospheric motions reported before. The H$��$ blueshifted broadening lasts for about 4 minutes, and is temporally and spatially correlated with the start of a rising filament, which is later associated with the main phase of the flare as detected by the Atmosphere Imaging Assembly (AIA) onboard Solar Dynamics Observatory (SDO). The potential importance of this H$��$ blueshifted broadening as a preflare chromospheric activity is briefly discussed within the context of the two-step eruption model., Published in Solar Physics

Sunspots are concentrations of magnetic field visible on the solar surface (photosphere). It was considered implausible that solar flares, as resulted from magnetic reconnection in the tenuous corona, would cause a direct perturbation of the dense photosphere involving bulk motion. Here we report the sudden flare-induced rotation of a sunspot using the unprecedented spatiotemporal resolution of the 1.6 m New Solar Telescope, supplemented by magnetic data from the Solar Dynamics Observatory. It is clearly observed that the rotation is non-uniform over the sunspot: as the flare ribbon sweeps across, its different portions accelerate (up to 50 deg per hr) at different times corresponding to peaks of flare hard X-ray emission. The rotation may be driven by the surface Lorentz-force change due to the back reaction of coronal magnetic restructuring and is accompanied by a downward Poynting flux. These results have direct consequences for our understanding of energy and momentum transportation in the flare-related phenomena., 9 pages, 8 figures, published in Nature Communications under a Creative Commons license; typos corrected

본 연구에서는 지하수 양수에 따른 하천수 감소량을 예측할 수 있는 상관관계식을 지표수-지하수 통합모의 결과를 이용하여 유도하였다. 신둔천과 죽산천 두 개의 시험유역에 대해 지표수-지하수 통합모형 SWAT-MODFLOW을 적용하여 다양한 양수조건에 따른 하천수 감소량 자료를 모의 생성하였으며, 생성된 자료를 바탕으로 다중회귀분석을 실시하여 지하수 양수량, 하천과 양수정 이격거리, 대수층 및 하천바닥의 수리특성, 강수량 등의 함수인 하천수 감소량 산정 식을 유도, 제시하였다. 개발된 상관관계식은 하천인근 지하수 양수에 따른 하천수 영향을 평가하는데 간편하게 적용될 수 있으며, 지하수 양수량 중 하천수에 해당하는 부분인 하천수 기여도를 산정하는데 활용될 수 있을 것으로 기대된다. 【The objective of this study is to develop the relational formula to estimate the streamflow depletion due to groundwater pumping near stream, which has been statistically derived by using the simulated data. The integrated surface water and groundwater model, SWAT-MODFLOW was applied to the Sinduncheon and Juksancheon watersheds to obtain the streamflow depletion data under various pumping conditions. Through the multiple regression analyses for the simulated streamflow depletion data, the relational formula between the streamflow depletion rate and various factors such as pumping rate, distance between well and stream, hydraulic properties in/near stream, amount of rainfall was obtained. The derived relational formula is easy to apply for assessing the effects of groundwater pumping on near stream, and is expected to be a tool for estimate the streamflow contribution to the pumped water.】

In the past few years, the price of petroleum based fuels, especially vehicle fuels such as gasoline and diesel, has been increasing at a significant rate. Consequently, there is much more consumer interest related to reducing fuel consumption for conventional vehicles and hybrid electric vehicles (HEVs) than in the past. The goal of many competitions and challenges held in North America and Europe is to achieve extremely low fuel consumption. A possible strategy to reduce fuel consumption is to use the vehicle's fuel converter such as an engine to accelerate the vehicle to a high speed and coast to a lower speed with the engine off. This method will reduce fuel flow to zero during the coast phase. Also, the vehicle uses higher power engine load to accelerate to the upper vehicle speed in a limited time, thus increasing the engine brake thermal efficiency. This strategy is known as "pulse and glide" or "burn and coast" in some references. In this study, the "pulse and glide" (PnG) method is first applied to a conventional vehicle to quantify the fuel consumption benefits when compared to steady speed conditions over the same distance. After that, an HEV is used as well to investigate if a hybrid system can further reduce fuel consumption with the proposed strategy. Note that the HEV used in this study has the advantage that the engine can be automatically shut off below a certain speed (~40 mph) at low loads, however a driver must shut off the engine manually in a conventional vehicle to apply this driving strategy. In this document, three preliminary results of the PnG driving strategy are presented; (1) improved fuel economy for a conventional vehicle from a simple spread sheet model, (2) improved fuel economy for an HEV from a dynamic vehicle simulation model (the Powertrain Analysis Toolkit (PSAT)) and (3) improved fuel economy for an HEV from vehicle testing at Argonne National Laboratory (ANL), all compared to steady speed conditions. The preliminary results show that the impact of engine load and kinetic energy stored in vehicle inertia is significant for fuel consumption using a PnG driving strategy compared to steady speed driving at the same average speed case. Especially, fuel economy can be improved at low speed range and higher acceleration because the aerodynamic drag force is smaller at low speed and the engine is running in a more efficient region for a short period of time respectively. In the last section, proposed directions of research are addressed based on the preliminary results. Ph. D.

A vehicle has several rotating components such as a traction electric motor, the driveline, and the wheels and tires. The rotating inertia of these components is important in vehicle performance analyses. However, in many studies, the rotating inertias are typically lumped into an equivalent inertial mass to simplify the analysis, making it difficult to investigate the effect of those components and losses for vehicle energy use. In this study, a backward-tracking model from the wheels and tires to the power source (battery or fuel cell) is developed to estimate the effect of rotating inertias for each component during propulsion and regenerative braking of a vehicle. This paper presents the effect of rotating inertias on the power and energy for propulsion and regenerative braking for two-wheel drive (either front or rear) and all-wheel drive (AWD) cases. On-road driving and dynamometer tests are different since only one axle (two wheels) is rotating in the latter case, instead of two axles (four wheels). The differences between an on-road test and a dynamometer test are estimated using the developed model. The results show that the rotating inertias can contribute a significant fraction (8 -13 %) of the energy recovered during deceleration due to the relatively lower losses of rotating components compared to vehicle inertia, where a large fraction is dissipated in friction braking. In a dynamometer test, the amount of energy captured from available energy in wheel/tire assemblies is slightly less than that of the AWD case in on-road test. The total regenerative brake energy capture is significantly higher (> 70 %) for a FWD vehicle on a dynamometer compared to an on-road case. The rest of inertial energy is lost by inefficiencies in components, regenerative brake fraction, and friction braking on the un-driven axle. Master of Science