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Application of deep learning to error control coding is gaining special attention and neural network architectures on decoding are approached to compare with conventional ones. Turbo codes conventionally use BCJR algorithm for decoding. In this paper, performances of neural Turbo decoder and deep learning-based Turbo decoder are examined. A category of sequential codes are utilized to construct the RSC (Recursive Systematic Convolutional) codes as basic elements for Turbo encoder. Sequential codes suit the requirement of memory element present in convolution codes, which act as components for Turbo encoder. Turbo decoders are constructed by two means; as neural Turbo decoder and deep learning Turbo decoder. Both structures are based on recurrent neural network (RNN) architectures. RNN architectures are preferred due to the presence of memory as a feature. BER performance of both is compared with that of a convolutional Viterbi decoder in awgn channel. Both the structures are studied for different input data-lengths and code rates.

Turbo hartungi Bronn, 1861 Plate 1 D 1 -D 5 * Trochus Hartungi Bronn in Hartung 1861: 118, figs. 1 a-c. Trochus Hartungi Br. in Hrtg.—Bronn in Reiss 1862: 32. Turbo Hartungi Bronn — Mayer 1864: 60, pl. 6, fig. 39. Type material. Single specimen height 25.0 mm, width 25.0 mm, Ponta dos Matos, Santa Maria Island, Azores; whereabouts unknown (Beu 2017: 165). Santa Maria material examined. Maximum height 9.0 mm, width 8.0 mm. DBUA-F 1295-1 (1), Malbusca (east cave), Santa Maria Island, Azores, Touril Complex, Lower Pliocene. Original description. “ Eine lose senkrecht durchgespaltene Steinerfüllte Schale ohne Mūndung, von der Form und Grösse unseres Turbo fimbriatus und des Trochus patulus, erstem von unten und letztem von oben ähnlich. Er ist 25 Mm. hoch und breit. Die Oberseite breit kegelförmig, spitz, mit seichter Naht und flachen Windungen. Der Querschnitt der inneren Höhle ist rundlich, etwas quer (in der Zeichnung (b) breiter, weil der Querbruch schief auf die Achse geht). Die Unterseite scheint wenig gewölbt; die Schale in der Nabelgegend sehr dick, theilweise in Folge der Auflagerung einer der oberen und inneren Seite des letzten Umgangs entsprechenden Schalen-Schicht auf die des vorletzten, wodurch auch der Nabel gänzlich verdeckt worden zu sein scheint. Der äussere Umfang der 5-6 Umgänge ist von oben nach unten breit abgerundet; die Höhe der Gewind-Seite verhält sich zu der der Nabel-Seite = 3:2. Letzte zeigt in der Nähe des Nabels eine seichte Spiralfurche, die eine glatte flache Nabel-schwiele einzufassen scheint; darum eine breite glatte und nur fein strahliggestreifte Spiralzone; dann ganz in der Nähe des äusseren Umfangs und auf der gewölbten Aussenfläche selbst 7 an Grösse abwechselnd etwas ungleiche rundliche Spiral-Reife (c), über welche auf der schief abfallenden Oberseite der Windung noch 7–8 andere folgen, die, gleich ihren etwas engeren Zwischen-räumen und gleich jenen vorigen, parallel zur Mündung schief gestreift sind. Nur oben nächst der Naht treten diese Streifen weiter aus einander und werden stärker; so dass die 2—3 obersten Spiral-Reife undeulich werden und ein wellig-knotiges Ansehen bekommen, so dass der Naht-Reif etwa 36 schiefe Knötchen auf der letzten Windung trägt. Der nächst vorhergehende Umgang des Gewindes zeigt unterhalb dieser welligen Spiralzone nur noch 3 einfache Reife [An almost vertically split stone-filled shell without aperture, of the shape and size of our Turbo fimbriatus and the Trochus patulus, similar to the former from below and the latter from above. It is 25 mm in height and width. The upper side broadly cone-shaped, pointed, with shallow suture and flat whorl. The cross-section of the inner cavity is roundish, somewhat transverse (in the drawing (b) wider, because the transverse fracture runs obliquely to the vertical axis). The underside seems to be slightly convex; the shell in the umbilical region is very thick, partly as a result of the accumulation of a shell layer corresponding to the upper and inner side of the last whorl on that of the penultimate one, whereby the umbilicus seems to have been completely covered. The periphery of the 5-6 whorls is broadly rounded throughout from top to bottom; the height of the whorls side relative to the umbilical side [height-width ratio] is = 3:2. The base shows a shallow spiral groove near the umbilicus, which seems to surround a smooth flat umbilical callus; leaving therefore a broad smooth and only finely spirally striate zone; then very close to the curved periphery 7 irregular spirals of alternating strength (c), above which 7-8 further spirals on the shoulder, which are like the previous spirals somewhat narrower than their interspaces and parallel to the aperture and obliquely striated. Only near the suture are the cords stronger and wider spaced; so that the 2-3 uppermost spirals become subobsolete and wavy-nodular, about 36 oblique nodules on the last whorl. The penultimate whorl bears only 3 simple spirals below the wavy spiral adjacent to the suture.]” (Bronn in Hartung 1861: 118). Revised description. Shell small, turbiniform. Protoconch paucispiral, 1.5 flattened whorls. Teleoconch of five whorls, first two whorls flattened to shoulder, shoulder sharply angled, straight below to suture. Shoulder bearing small open spines. Third whorl subsutural ramp becoming increasingly convex, portion below shoulder covered by succeeding whorl. Suture relatively deep, undulating around shoulder spines. Sculpture of rounded cords of slightly irregular strength interrupted by close set strongly prosocline growth lines weakly beading some of the cords, two subsutural cords strongly beaded. Last whorl slightly concave in subsutural area strongly convex mid-whorl, flattened at base, imperforate. Spiral sculpture on last whorl not persisting onto base. Aperture rounded, peristome complete, outer lip simple, columella roundly excavated, columella callus thickened, completely closing umbilicus. Intraspecific variability. Only one specimen is at hand but fits relatively well with the original figure (Bronn in Hartung 1861: figs. 1 a-c). The subsutural row of beads and base devoid of spiral cords is well illustrated (figs. 1 a-c). The whorls in the specimen at hand are possibly slightly more convex than in Bronn’s figures and the base of the outer lip less produced. Discussion. Generic placement in the genus Turbo Linnaeus, 1758 is based on the flattened protoconch and earliest teleoconch whorl with spines produced at the shoulder, similar to that seen in the genus Bolma Risso, 1826, but subsequent whorls are smooth and convex. A detailed molecular phylogeny of the Turbinidae is not yet available. However, the preliminary work by Williams & Ozawa (2006) showed that Turbo, in its widest sense, was not monophyletic. Today Turbo is a tropical Indo-Pacific genus. Neogene Atlantic and European records of Turbo are scarce. Turbo neuvillei Cossmann & Peyrot, 1917 from the Atlantic Lower Miocene Aquitanian of France is, in our opinion, a member of the genus Marmarostoma Swainson, 1829, a genus which still occurs in the Caribbean today. Turbo saltus Olsson, 1922 from the Lower Pleistocene Moin Formation of Caribbean Costa Rica is a Taenioturbo Woodring, 1928 species. In the NHMW coll. (ex. Landau coll.) are specimens of an undescribed species of true Turbo from the Lower Pliocene Gurabo Formation of the Dominican Republic. Today, there are five species of Turbo reported in the Caribbean and Gulf of Mexico: Turbo angelvaldesi Ortea & Espinosa, 1996 (a species endemic to the Gulf of Mexico); Turbo cailletii P. Fischer & Bernardi, 1857; Turbo canaliculatus Hermann, 1781; Turbo castanea Gmelin, 1791; and Turbo haraldi Robertson, 1957 (endemic from the Caribbean). However, these are all sculptured and may be members of the genus Marmarostoma rather than Turbo. The validity of these genera in the extant species needs to be confirmed by molecular data before we can attempt to apply them to fossil forms. Therefore, if we consider Marmarostoma a synonym of Turbo, it was present in the Caribbean and mid-Atlantic islands in the Lower Pliocene and is still present today in the Caribbean. If Turbo is considered a separate genus from Marmarostoma, then true Turbo was present in the Caribbean and mid-Atlantic islands during the Lower Pliocene but does not occur in the Atlantic today. The presence of Turbo in the Azores suggests tropical water temperatures. Distribution. Lower Pliocene: Atlantic, Santa Maria, Azores (Bronn in Hartung 1861; Bronn in Reiss 1862; Mayer 1864)., Published as part of Sacchetti, Claudia, Landau, Bernard & Ávila, Sérgio P., 2023, The Lower Pliocene marine gastropods of Santa Maria Island, Azores: Taxonomy and palaeobiogeographic implications, pp. 1-150 in Zootaxa 5295 (1) on pages 26-27, DOI: 10.11646/zootaxa.5295.1.1, http://zenodo.org/record/7965273, {"references":["Reiss, W. (1862) Mittheilungen u ¨ ber die tertia ¨ ren Schichten von Santa Maria, der su ¨ dlichsten der Azoren, und ihre organischen Einschlu ¨ sse. Nebst Beschreibung dieser letzten und Abbildung der neuen Arten, von H. G. Bronn. Neues Jahrbuch fu ¨ r Mineralogie, Geognosie, Geologie und Petrefactunkunde, 1862, 1 - 48.","Mayer, K. (1864). Die Tertiar-fauna der Azoren und Madeiren. Zurich, published by the author. Z ¸ rich: vi + 107 pp. + 7 pls.","Beu, A. G. (2017) Evolution of Janthina and Recluzia (Mollusca: Gastropoda: Epitoniidae). Records of the Australian Museum, 69, 119 - 222. https: // doi. org / 10.3853 / j. 2201 - 4349.69.2017.1666","Linnaeus, C. (1758) Systema naturae per regna tria naturae, secundum classes, ordines, genera, species, cum characteribus, differentiis, synonymis, locis. 1. Editio decima, reformata. Laurentii Salvii, Holmiae, 824 pp. https: // doi. org / 10.5962 / bhl. title. 542","Risso, A. (1826) Histoire naturelle des principales productions de l'Europe me´ridionale et principalement de celles des environs de Nice et des Alpes-Maritimes. 4. Mollusques. Levrault, Paris, 439 pp. https: // doi. org / 10.5962 / bhl. title. 58984","Williams, S. T. & Ozawa, T. (2006) Molecular phylogeny suggests polyphyly of both the turban shells (family Turbinidae) and the superfamily Trochoidea (Mollusca: Vetigastropoda). Molecular Phylogenetics and Evolution, 39, 33 - 51. https: // doi. org / 10.1016 / j. ympev. 2005.12.017","Olsson, A. A. (1922) The Miocene of northern Costa Rica. Bulletins of American Paleontology, 9, 177 - 339.","Woodring, W. P. (1928) Miocene mollusks from Bowden, Jamaica. 2. Gastropods and discussion of results. Carnegie Institution of Washington DC, Washington, 564 pp.","Ortea, J. & Espinosa, J. (1996) Dos especies y on subgenero de prosobranquios (Mollusca: Gastropoda) marinos nuevos del Golfo de Mexico. Avicennia, 4 / 5, 103 - 110.","Fischer, P. & Bernardi, A. C. (1857) Descriptions d'especes nouvelles. Journal de Conchyliologie, 5 (3), 292 - 300, pls. 8 - 9.","Hermann, J. (1781) Erste brief ¸ ber einige Petrefakten anden herausgeben. Der Naturforscher, 16, 50 - 56, pl. 2.","Gmelin, J. F. (1791) Caroli a Linnei systema natura per regna tria naturae, secundum classes, ordines, genera, species, cum characteribus, disserentis, synonymis, locis etc. Editio decima tertia, aucta, reformata, cura J. F. Gmelin. 1 (6). Vermes testacea. G. E. Beer, Lipsiae, pp. 3021 - 4120.","Robertson, R. (1957) The subgenus Halopsephus Rehder, with notes on the western Atlantic species of Turbo and the subfamily Bothropomatinae Thiele. Journal of the Washington Academy of Sciences, 47 (9), 316 - 319."]}

Genus Turbo Linnaeus, 1758 Type species. Turbo petholatus Linnaeus, 1758 (Linnaeus 1758: 761), by subsequent designation (Montfort 1810). Present-day, Indo-Pacific., Published as part of Sacchetti, Claudia, Landau, Bernard & Ávila, Sérgio P., 2023, The Lower Pliocene marine gastropods of Santa Maria Island, Azores: Taxonomy and palaeobiogeographic implications, pp. 1-150 in Zootaxa 5295 (1) on page 25, DOI: 10.11646/zootaxa.5295.1.1, http://zenodo.org/record/7965273, {"references":["Linnaeus, C. (1758) Systema naturae per regna tria naturae, secundum classes, ordines, genera, species, cum characteribus, differentiis, synonymis, locis. 1. Editio decima, reformata. Laurentii Salvii, Holmiae, 824 pp. https: // doi. org / 10.5962 / bhl. title. 542","Montfort, D. de (1810) Conchyliologie syste´matique, ou classification me´thodique des coquilles; offrant leurs figures, leur arrangement ge´ne´rique, leurs descriptions caracte´ristiques, leurs noms; ainsi que leur synonymie en plusieurs langues. Ouvrage destine´a`faciliter l'e´tude dew coquilles, ainsi que leur disposition dans les cabinets d'histoire naturelle. Coquilles univalves, non cloissonne´es. Coquilles univalves, non cloisonne´es. Schoell, F., Paris, 676 pp."]}

Serial decoding algorithms of low-density parity-check (LDPC) code converge efficiently with low errors. Previously, a serial decoding algorithm, named a shuffled belief-propagation (SBP), was applied in turbo equalization of bit-patterned magnetic recording (BPMR) systems. With the SBP algorithm, an LDPC decoder converged twice as fast as one using conventional BP algorithms. We further improved the convergence speed of SBP by updating the messages in an adaptive order, which played a flexible role throughout decoding. We proposed two adaptive-serial algorithms for LDPC codes in turbo equalization. One updated the messages using the extrinsic loglikelihood ratio (LLR) and the result of the parity-check equation checking. The second contained an additional rule that tracked the LLR sign changes in each iteration. Both algorithms converged faster and with lower bit error rates (BERs) than the SBP and previous adaptive-serial algorithms in a BPMR system with media noise.

In this letter, by exploiting both the temporal correlation of active user and signal statistical information, we propose a compressed sensing based multi-user detection for uplink grant-free non-orthogonal multiple access where the user activity varies dynamically in one frame consisting of multiple time slots. In the proposed method, channel estimation and data detection are implemented jointly by efficient slot-wise generalized approximate message passing (GAMP) algorithm, active user detection (AUD) is implemented by message passing (MP) algorithm, and GAMP and MP exchanges information through turbo iterations. Specifically, the user activity in each time slot and active user correlation in one frame are introduced as variable and check nodes, respectively, to tackle the dynamic user activity directly in the factor graph for MP-based AUD. Finally, the performance of the proposed method is demonstrated by computer simulations.

Algorithm unfolding, which provides a systematic connection between conventional model-based algorithms and modern data-based deep learning, has exhibited great empirical success for efficiently balancing the performance and complexity of multiple-input and multiple-output (MIMO) detectors. However, existing unfolding-based MIMO detectors have difficulties adapting to the high discrepancy in channel and noise conditions. In this study, we present a novel unfolding-based framework for MIMO detectors, which can automatically determine internal parameters of an unfolding-based MIMO detector to adapt to the varying conditions. A key part of our approach is to develop a hypernetwork that can effectively learn to generate the internal parameters in the sophisticated expectation propagation-based MIMO detector. In particular, we design long short-term memory-based hypernetwork to ensure the flexibility of the layers of the unfolded algorithm. The proposed framework is also extended to a coded MIMO turbo receiver to adapt to the different feedback beliefs from the decoder. Numerical results demonstrate that the proposed MIMO detectors have excellent adaptation capability to different channel environments and noise levels. Compared with the existing unfolded algorithm that is an optimal reference, the proposed framework avoids frequent retraining and presents the nearly optimal performance in uncoded and coded MIMO systems. An over-the-air platform is presented as well to demonstrate the significant robustness of the proposed receivers in practical deployment.

Object and purpose of research. The object under study is a 36 МW turbo-alternator (TA) with electromagnetic excitation and a high rotational speed of 6000 rpm, which can be used as an option for ac electric power source of 100 Hz in ship electric power systems with a turbo-alternator plant. The purpose is to perform electromagnetic calculations to determine TA main data and technical characteristics, including the stator and rotor pack, their design, mass of active materials, etc. for comparison with a TA of the same power but 3000 rpm. Materials and methods. The studies are based on research and engineering data about investigations and design of double-pole industrial TA of 50 Hz as well as TA with a high current frequency (100 Hz and higher). For this purpose, the known formulas were used to estimate the size of TA active elements, excitation forces of stator and rotor windings, as well as methods for calculation of main TA parameters and technical characteristics. Main results. Design specifics of TA with a high rotational speed of 6000 rpm is identified, and results of electromagnetic estimations are obtained for a specific 36 MW turbo-alternator of 100 Hz with a forced close cycle cooling and better mass and size characteristics. Conclusions. The obtained results are of practical value, showing feasibility of developing a version of 36.0 МW TA with a rotational speed of 6000 rpm and significantly reduced specific mass and size characteristics – tentatively by 35–40 % as compared to the existing TA of the same power but with a speed of 3000 rpm.

Purpose To investigate the effect of different pitches and corresponding scan fields of view (SFOVs) on the image quality in the ultrafast, high‐pitch turbo FLASH mode of the third‐generation dual‐source CT using an anthropomorphic phantom. Methods The phantom was scanned using the ultrafast, high‐pitch turbo FLASH protocols of the third‐generation dual‐source CT with the different pitches and corresponding SFOVs (pitches: 1.55 to 3.2 with increments of 0.1, SFOVs: 50 cm to 35.4 cm). The objective parameters such as the CT number, image noises, signal‐to‐noise ratio (SNR), contrast‐to‐noise ratio (CNR), and artifacts index (AI), and image features from the head, chest, and abdomen were compared between the CT images with a pitch of 1.55 and SFOV of Ø 50 cm and a pitch of 3.2 and SFOV of Ø 35.4 cm. Then, the 18 series of CT images of the head, chest, and abdomen were evaluated by three radiologists independently. Results The differences in the CT numbers were not statically significant between the CT images with a pitch of 1.55 and SFOV of Ø 50 cm and a pitch of 3.2 and SFOV of Ø 35.4 cm from most body parts and potential combinations (p > 0.05), Most of the image noises and the AI from the images with the pitch of 1.55 were significantly lower than those with the pitch of 3.2 (p

The problem of assessing the dynamic stresses arising from vibrations of the blades of turbo machines is an urgent and significant problem affecting the overall reliability of the turbo machine. Its solution requires a mathematical study and a physical experiment to determine the intensity of the gas flow impact and the blade reaction.However, there is relatively little information in the scientific publications on this issue. The article considers a semi-empirical method for calculating dynamic stresses at the base of a variable cross-section blade at the first tone resonant vibrations. These vibrations can be considered as the most dangerous because of the maximum amplitude. To perform the calculation a real blade was replaced with a calculated one, composed of separate portions with a constant profile, and the contribution of each part to the stress in the base section was determined. An example of calculating the dynamic stress by the proposed method with a resonant vibration of the first tone of a constant-section blade is given. The calculation showed that the solution to a complex problem can be represented as a sum of solutions to simpler problems. The calculation method can be used in the design of turbine and compressor blades.

Background A two-dimensional turbo gradient-echo and spin-echo diffusion-weighted pulse sequence with a non-Cartesian BLADE trajectory (TGSE BLADE) can eliminate image artifacts and distortion with clinically acceptable scan times. This process has the potential to overcome the shortcomings of current diffusion-weighted imaging (DWI) techniques, especially in the sinonasal region. Purpose To investigate the feasibility of TGSE BLADE in the assessment of sinonasal lesions and compare the quality of TGSE BLADE with RESOLVE images both qualitatively and quantitatively. Material and Methods A total of 36 patients with sinonasal lesions were included in this prospective study. DW images acquired using TGSE BLADE and RESOLVE were performed with the same acquisition time. Two independent observers evaluated the qualitative parameters (overall image quality, lesion visibility, and geometric distortion) and quantitative parameters (geometric distortion ratio [GDR], signal-to-noise ratio [SNR], contrast, contrast-to-noise ratio [CNR], and apparent diffusion coefficient [ADC] value) of the two sequences. Results Qualitative assessment revealed that TGSE BLADE exhibited higher overall image quality ( P Conclusion TGSE BLADE can reduce susceptibility artifacts and geometric distortion more than RESOLVE and appears to be a promising diffusion imaging sequence for the assessment of sinonasal lesions.

У оквиру овог рада представњене су карактеристике кружних раскрсница и турбо кружних раскрсница, приказане су основе за њихово планирање и пројектовање. Приликом избора типа кружне раскрснице за предметну локацију – Булевар цара Лазара и Фрушкогорске улице у Новом Саду, коришћена је Вишекритеријумска оптимизација (ВКО) и метода Итеративног компромисног рангирања (ИКОР). Као резултат ове методе, могли смо да донесмо одлуку који тип кружне раскрнице је боља алтернатива за нашу предметну локацију.

In this paper, a new class of soft-input soft-output block decision feedback equalizer (BDFE) for turbo equalization over inter-symbol interference (ISI) channels under minimum mean-square error (MMSE) criterion is proposed. First, the BDFE which employs both the a posteriori moments of estimated symbols and the a priori moments of unestimated symbols is investigated, and two recursive schemes are derived to reduce the complexity. Then, to mitigate error propagation, the bidirectional BDFE (Bi-BDFE) consisting of a forward BDFE and a backward BDFE is proposed. Furthermore, a threshold is employed to reduce the number of inverse matrix update process for the BDFE (T-BDFE), which can attain a flexible trade-off between complexity and performance. Finally, the bidirectional equalization is introduced into a low-complexity approximate solution of the BDFE (Bi-LC-BDFE) to further reduce the complexity and obtain time diversity gain, which utilizes a time-invariant covariance matrix. Simulation results show that the proposed equalizers significantly outperform the block linear equalizer (BLE), the exact MMSE-based linear equalizer (Exact-MMSE-LE) and the soft-decision feedback equalizers (SDFE), while keeping a similar complexity as the BLE. In addition, the Bi-BDFE can achieve better performance than the Max-Log-MAP equalizer while its complexity is on the same order as the BDFE.

High-speed machines offer several advantages, such as small sizes, avoidance of mechanical gears, and low maintenance, which has led to considerable research dedicated to them in the past decade. In recent times, rectangular wire windings with a hairpin structure have gained prominence in traction motors in the electromobility sector due to their high slot fill factor, simple production, and good thermal properties. Taking these advantages into consideration, this paper analyzes the possibility of using a high-speed permanent magnet synchronous machine (PMSM) with hairpin windings as an electric turbo compressor in fuel cell applications and outlines the critical design aspects.

This paper reviews the emissions of reactive nitrogen compounds (RNCs) from modern vehicles fitted with spark ignition en-gines and three-way catalysts. Specific aspects of the pollutants involved – and their formation – are discussed. Cold start driving cycles are scenarios under which emissions of all four RNCs can be significant; the mechanisms behind emissions trends are ex-plored. Experimental data obtained from two vehicles tested over two different cold start driving cycles are presented and analysed. The use of gravimetric and molar metrics are explored. Ammonia, a species which is currently not regulated for passenger cars in any automotive market, is identified as forming the majority of the RNC emissions over the entire driving cycle. While ammonia emissions are strongly linked to aftertreatment system warmup and periods of high load, significant ammonia emissions were also measured under certain hot-running, low load conditions, and even at idle. For the majority of the duration of the test procedures employed, the RNC profile was dominated by ammonia, which accounted for between 69% and 86% of measured RNCs in the ex-haust gas. Emissions are compared to the available legislative precedents (i.e. emissions limits currently in force in various jurisdic-tions). Finally, possibilities for control of exhaust emissions of currently unregulated RNCs are briefly discussed.

The article describes the Unified System of Library Services in St. Petersburg, which is the first corporate system of library services in the Russian Federation. The article describes the history of the system, the capabilities, principles and solutions used in its creation. The article also addresses the issue of transferring the system to a new Irbis-Turbo server to solve problems that arose during operation.

Purpose Electrostatic monitoring technology is a useful tool for monitoring and detecting component faults and degradation, which is necessary for engine health management. This paper aims to carry out online monitoring experiments of turbo-shaft engine to contribute to the practical application of electrostatic sensor in aero-engine. Design/methodology/approach Combined with the time and frequency domain methods of signal processing, the authors analyze the electrostatic signal from the short timescale and the long timescale. Findings The short timescale analysis verifies that electrostatic sensor is sensitive to the additional increased charged particles caused by abnormal conditions, which makes this technology to monitor typical failures in aero-engine gas path. The long scale analysis verifies the electrostatic sensor has the ability to monitor the degradation of the engine gas path performance, and water washing has a great impact on the electrostatic signal. The spectrum of the electrostatic signal contains not only the motion information of the charged particles but also the rotating speed information of the free turbine. Practical implications The findings in this article prove the effectiveness of electrostatic monitoring and contribute to the application of this technology to aero-engine. Originality/value The research in this paper would be the foundation to achieve the application of the technology in aero-engine.

The CBU type motorcycle (completely built up) had components imported from abroad. The advantages of handling a light motorbike, a large motor power and a DOHC engine. One of the weaknesses of which is the engine that heats up quickly even though it uses a radiator as the cooling system. In the performance test of the CBU Yamaha R6 and Honda CBR600F4I motorbike engines, the fuel was used for the Pertamax turbo type with an octane value of 98 to make the engine stable at high compression. The resulting performance of the gasoline motor is in the form of torque and power data using a dynamometer. How to see the performance data of a gasoline motor can make measurements on the crankshaft, input the temperature and output of the combustion system chamber as well as the ambient temperature. The research aims to see the performance data of the two machines. The method will produce experimental data analysis in graphs and tables. The biggest performance was obtained from the CBU type Honda CBR600F4I motorbike engine with Pertamax turbo fuel, namely with a torque of 46.74 Nm, at 13,630 rpm and a power of 114.48 Hp, while the Yamaha R6 motorbike engine with Pertamax turbo fuel only had a torque of 40.65 Nm, at 12,600 rpm and a power of 90.81 Hp

Spirally arranged and physically separated traffic lanes in the circulatory carriageway of turbo-roundabouts force drivers to choose a particular entry lane and, subsequently, a circulatory traffic lane according to their intended destination. This specificity is taken into account in theoretical capacity models for two-lane turbo-roundabout entries typically evaluated by the lane-by-lane approach. Nevertheless, this specific path of movements is not considered in the most widely used capacity models for single-lane minor entries at oval turbo-roundabouts. In these models, only one entering traffic flow conflicted by two circulating traffic flows in front of the entry is considered. However, the entering traffic flow presents a mixed traffic flow of two movements (right-turning movement and left-turning and through movement) with different capacities due to different number of conflicting traffic streams and traffic volumes allocated into the outer and the inner circulatory lane. This fact is included in the capacity estimation for a single-lane minor entry presented in the article using the existing capacity formula for the mixed traffic flow on a shared minor lane at unsignalized intersections. The entry capacity reflects the proportion of the right-turning movement within a shared entry lane as well as the specific allocation of circulating traffic flow into the outer and the inner circulatory lane. This entry capacity is about 10 % to 30 % higher compared to a single-lane entry capacity estimated according to commonly used models described in the article. Higher entry capacity in a higher proportion of the right-turning traffic within mixed entry traffic flow is confirmed also by the results of average delays estimated by the theoretical delay model and microsimulation.

Gearturbine: Reaction Turbine, ·Rotary-Turbo, Similar System of the Aeolipile ·Heron Steam Device from 10-70 AD, ·With Retrodynamic = DextroGiro/RPM VS LevoGiro/InFlow, + ·Ying Yang Circular Power Type, ·Non Waste Parasitic Power Looses Type, ·8-X,Y Thermodynamic Cycle Way Steps.

The decrease in the performance of the vehicle is influenced by several factors such as low air pressure entering the throttle body . The purpose of this research is to improve vehicle performance again. This study used an experimental method conducted at the UNP Automotive Engineering Vehicle Testing Workshop using a Toyota Avanza 1300 CC vehicle, power and torque research was carried out by adding a turbo cyclone. Research data collection was carried out three times in each test. The results of research that has been carried out on the Toyota Avanza 1300 CC vehicle. 1) Installation of a turbo cyclone at a slope of 55o is the biggest increase in power, which is 3.3 Kw / 4.422 Hp. 2) Installation of a turbo cyclone at a slope of 65o, the largest increase in torque, which is 7.3 Nm. From the use of a turbo cylone so as to make air pressure increase, it affects torque and power. Penurunan kinerja dari kendaraan dipengaruhi beberapa faktor seperti rendahnya tekanan udara yang masuk kedalam throttle body . Tujuan penelitian ini untuk meningkatkan kembali performa kendaraan. Penelitian ini menggunakan metode eksperimen yang dilakukan di Workshop Pengujian Kendaraan Teknik Otomotif UNP dengan menggunakan kendaraan Toyota Avanza 1300 CC, penelitian daya dan torsi dilakukan dengan menambahkan turbo cyclone. Pengambilan data penelitian dilakukan tiga kali pada tiap pengujian. Hasil penelitian yang telah dilakukan pada kendaraan Toyota Avanza 1300 CC. 1) Pemasangan turbo cyclone pada kemiringan 55o, menjadi peningkatan daya paling besar yaitu sebesar 3,3 Kw / 4,422 Hp. 2) Pemasangan turbo cyclone pada kemiringan 65o, menjadi peningkatan torsi paling besar yaitu sebesar 7,3 Nm. Dari penggunaan turbo cylone sehingga membuat tekanan udara meningkat mempengaruhi torsi dan daya.