Search

Research investigating the effects of carbohydrate (CHO) mouth rinsing on neurocognitive functions is currently limited and has yielded inconsistent results. In this study, we employed the event-related potential (ERP) electroencephalography technique to investigate the effect of CHO mouth rinsing on electrophysiological correlates of visuospatial attention. Using a double-blind, non-nutritive sweetener (NNS)-controlled, within-subjects design, 53 young adults performed a standard cognitive task (modified Simon task) on two separate days in a fasted state (16 h). Intermittently, mouth rinsing was performed either with a CHO (glucose, 18%, 30 mL) or an NNS solution (aspartame, 0.05%, 30 mL). Results revealed that relative to NNS, electrophysiological correlates of both more bottom-up controlled visuospatial attention (N1pc-ERP component) were decreased in response to CHO rinsing. In contrast, compared to NNS, more top-down controlled visuospatial attention (N2pc-ERP component) was increased after CHO rinsing. Behavioral performance, however, was not affected by mouth rinsing. Our findings suggest that orosensory signals can impact neurocognitive processes of visuospatial attention in a fasted state. This may suggest a central mechanism underlying the ergogenic effects of carbohydrate mouth rinsing on endurance performance could involve modulations of attentional factors. Methodologically, our study underlines that understanding the effects of carbohydrate mouth rinsing at the central level may require combining neuroscientific methods and manipulations of nutritional states.

Solid oxide fuel cells (SOFCs) have been deployed in hybrid decentralized energy systems, in which they are directly coupled to internal combustion engines (ICEs). Prior research indicated that the anode tailgas exiting the SOFC stack should be additionally exploited due to its high energy value, with typical ICE operation favoring hybridization due to matching thermodynamic conditions during operation. Consequently, extensive research has been performed, in which engines are positioned downstream the SOFC subsystem, operating in several modes of combustion, with the most prevalent being homogeneous compression ignition (HCCI) and spark ignition (SI). Experiments were performed in a 3-cylinder ICE operating in the latter modus operandi, where the anode tailgas was assimilated by mixing syngas (H2: 33.9%, CO: 15.6%, CO2: 50.5%) with three different water vapor flowrates in the engine’s intake. While increased vapor content significantly undermined engine performance, brake thermal efficiency (BTE) surpassed 34% in the best case scenario, which outperformed the majority of engines operating under similar operating conditions, as determined from the conducted literature review. Nevertheless, the best performing application was identified operating under HCCI, in which diesel reformates assimilating SOFC anode tailgas, fueled a heavy duty ICE (17:1), and gross indicated thermal efficiency ([Formula: see text]) of 48.8% was achieved, with the same engine exhibiting identical performance when operating in reactivity-controlled compression ignition (RCCI). Overall, emissions in terms of NOx and CO were minimal, especially in SI engines, while unburned hydrocarbons (UHC) were non-existent due to the absence of hydrocarbons in the assessed reformates.

Human research has shown interactions between rewards and cognitive control. In animal models of affective neuroscience, reward administration typically involves administering orosensory sugar signals (OSS) during caloric-deprived states. We adopted this procedure to investigate neurophysiological mechanisms of reward-cognitive control interactions in humans. We predicted that OSS would affect neurophysiological and behavioral indices of error processing oppositely, depending on the relative weight of the OSS-induced 'wanting' and 'liking' components of reward. We, therefore, conducted a double-blind, non-nutritive sweetener-controlled study with a within-subject design. Fasted (16 hr) participants (

The Congruency Sequence Effect (CSE) denotes the common finding that distractor-target Congruency Effects are reduced after incongruent compared to after congruent trials. Although the CSE is widely attributed to attentional adjustment (i.e., increasing or decreasing the bias in attentional weights regarding processing the target or distractor), unequivocal evidence for this assumption is missing. To investigate the CSE and attentional adjustment we used a temporal flanker task and intermixed a "temporal search task", in which a target stimulus occurred randomly at one of two temporal positions, corresponding to the temporal positions of the target and the distractor occurrence in the temporal flanker task. We observed a CSE that could not be explained in terms of feature sequences, distractor-related contingencies, or a strategy of reversed distractor-response priming after incongruent trials. Furthermore, following a temporal search task trial, the Congruency Effect was larger when the search target occurred on the first than on the second temporal position, demonstrating that a reduced attentional bias towards the second temporal position increased interference from a distractor presented on the first temporal position. This supports a crucial assumption of the attentional adjustment account of the CSE. Performance in the temporal search task, however, provided no evidence for attentional adjustment.

Hybrid vehicles have become a popular alternative to conventional powertrain architectures by offering improved fuel efficiency along with a range of environmental benefits. Hydraulic Hybrid Vehicles (HHV) offer one approach to hybridization with many benefits over competing technologies. Among these benefits are lower component costs, more environmentally friendly construction materials, and the ability to recover a greater quantity of energy during regenerative braking which make HHVs partially well suited to urban environments. In order to further the knowledge base regarding HHVs, this paper explores the thermodynamic characteristics of such a system. A system model is detailed for both the hydraulic and thermal components of a closed circuit hydraulic hybrid transmission following the FTP-72 driving cycle. Among the new techniques proposed in this paper is a novel method for capturing rapid thermal transients. This paper concludes by comparing the results of this model with experimental data gathered on a Hardware-in-the-Loop (HIL) transmission dynamometer possessing the same architecture, components, and driving cycle used within the simulation model. This approach can be used for several applications such as thermal stability analysis of HHVs, optimal thermal management, and analysis of the system's thermodynamic efficiency.

Effective power management is key to maximizing the performance and efficiency of hydraulic hybrid powertrains. However, the strong influence of future driving events on the optimal control...

Coal-fired Direct Injection Carbon Engine – Gas Turbine (DICE-GT) Compound-Reheat Combined Cycle (CRCC), is a combined cycle power plant comprising a multiplicity of coal-fired reciprocating internal combustion engines (RICE), which is commonly referred to by the acronym DICE (Direct Injection Carbon Engine); a natural gas-fired gas turbine (turbine and combustor); a heat recovery steam generator (HRSG); a steam turbine generator; and an integrally geared and intercooled centrifugal air compressor. The concept uses coal-water slurry/fluid in the DICE and natural gas (or hydrogen) in the gas turbine for unmatched efficiency (well above 50% net LHV) and modularity (block sizes of 120, 240 and 360 MW) with easy adaptability to carbon capture and sequestration with minimal additional cost, complexity and performance hit.

Hydraulic hybrid transmissions offer an efficient and high performance alternative to electric hybrid transmission in on-road vehicles. One of the principle benefits of hydraulic over electric hybrids is the higher power density offered by their energy storage media. This enables hydraulic hybrids to capture virtually all of the available kinetic energy from braking. In contrast electric hybrids are often forced to dissipate part of this energy through friction brakes due to the lower power density inherent in their energy storage media. To date various hydraulic hybrid architectures have been investigated and put into production. However as is typically true there always exists room for improvement. This paper details the integration of a novel blended hydraulic hybrid transmission with improved performance and efficiency into a demonstration vehicle. Also included is a discussion of various unique control strategies which were designed for this powertrain as well as a discussion of initial measurement.

Due to a growing awareness of fuel prices and government regulations on emissions there has been an expanding interest in hybrid vehicle research. Though much of these efforts have been in electric hybrid vehicles, hydraulic hybrid vehicles show great potential due to their higher power density, higher efficiency in regenerative braking, and lower cost of materials. Many different hydraulic hybrid architectures have been proposed, one of the most common being the series hybrid. The series hybrid has many deficiencies due to the hydraulic units being connected directly to the high pressure accumulator. In many operating conditions the units operate inefficiently at low displacements and high pressures. Additionally the driver’s torque demand can exceed that available from the accumulator’s current pressure. As a result additional fluid must be pumped into the accumulator to raise the system pressure. This can result in a delay on the order of seconds in meeting the driver’s demand thereby yielding an undesirably sluggish response. To address these issues the authors’ research group previously introduced the blended hydraulic hybrid [1]. Using dynamic programming, an optimal control simulation tool, the blended hybrid showed improved efficiency and response when compared to the series hybrid [2]. This transmission achieves high efficiency and fast response partially through the inclusion of a hydrostatic transmission. In addition regenerative braking and blending of engine and accumulator power are realized through the use of actively and passively controlled valves. With these promising results, the Maha Fluid Power Research Center has begun designing and constructing a blended hydraulic hybrid SUV. In preparation for this the authors have developed a new sizing methodology to determine transmission sizing that meets both the efficiency and performance requirements of the designer. To explore the trends in blended hydraulic hybrid sizing a full factorial combination of hydraulic unit sizes, accumulator sizes and accumulator minimum pressures were optimally controlled for the Urban Dynamometer Driving Schedule (UDDS) using dynamic programming and maximum acceleration was simulated to obtain trends in performance.

Hydraulic hybrid transmissions have demonstrated considerable potential in improving the fuel economy of on-road and off-highway vehicles. The authors have previously proposed a novel hydraulic hybrid transmission architecture termed the Blended Hybrid with benefits in efficiency and performance over existing systems. Recently an optimally controlled simulation study found that a blended hybrid power split transmission consumed 16% less energy than an equivalent series hybrid power split transmission over the US standard Urban Dynamometer Driving Schedule. To further explore this novel architecture the authors constructed a hardware-in-the-loop transmission test rig. In this paper the authors detail the construction, control, and measurements results of the blended hybrid on this test rig.

Hydraulic hybrid transmissions in on-road vehicles have been proven to significantly reduce fuel consumption. Existing hydraulic hybrid transmissions have shown fuel savings of 30-50% [1] with higher savings predicted when using advanced architectures [2]. However while these results are promising there exists room for improvement. Consider the series hybrid architecture which is currently the most common full hydraulic hybrid configuration. This system requires over-center units which increase expense and are relatively uncommon especially for high performance bent axis units. Series hybrids may also possess a synthetic feel due to the high compliance inherent in their accumulators. Further efficiency suffers as the hydraulic units in series hybrids are often forced to operate at high pressures and low displacements. A novel hydraulic hybrid configuration is analyzed in this paper which may reduce costs, improve response, and increase efficiency under certain conditions. An automatic transmission, a series hydraulic hybrid, and the novel blended hybrid architecture were simulated for a class II truck and fuel consumption rates compared. Dynamic programming was used to optimally control all three transmissions thereby removing the effect of controller design of fuel consumption. Simulation results show a 44.8% increase in fuel efficiency for the series hybrid and a 37.0% increase with the proposed system architecture. While the proposed architectures currently lags the series hybrid in fuel economy, there exists sufficient benefits to merit further studies.