Explore the vast range of titles available.

Environmental humidity variations are ubiquitous and high humidity characterizes fuel cell and electrolyzer operation conditions. Since hydrogen-air mixtures are highly flammable, humidity tolerant H 2 sensors are important from safety and process monitoring perspectives. Here, we report an optical nanoplasmonic hydrogen sensor operated at elevated temperature that combined with Deep Dense Neural Network or Transformer data treatment involving the entire spectral response of the sensor enables a 100 ppm H 2 limit of detection in synthetic air at 80% relative humidity. This significantly exceeds the <1000 ppm US Department of Energy performance target. Furthermore, the sensors pass the ISO 26142:2010 stability requirement in 80% relative humidity in air down to 0.06% H 2 and show no signs of performance loss after 140 h continuous operation. Our results thus demonstrate the potential of plasmonic hydrogen sensors for use in high humidity and how neural-network-based data treatment can significantly boost their performance. Detecting hydrogen gas in humid air is an unresolved challenge of significant importance for the safe implementation of hydrogen (energy) technologies. Here, authors demonstrate how the use of neural networks enables the sensing of hydrogen in highly humid air with a detection limit of 100 ppm.

The Rosetta mission shall accompany comet 67P/Churyumov-Gerasimenko from a heliocentric distance of >3.6 astronomical units through perihelion passage at 1.25 astronomical units, spanning low and maximum activity levels. Initially, the solar wind permeates the thin comet atmosphere formed from sublimation, until the size and plasma pressure of the ionized atmosphere define its boundaries: A magnetosphere is born. Using the Rosetta Plasma Consortium ion composition analyzer, we trace the evolution from the first detection of water ions to when the atmosphere begins repelling the solar wind (~3.3 astronomical units), and we report the spatial structure of this early interaction. The near-comet water population comprises accelerated ions (<800 electron volts), produced upstream of Rosetta, and lower energy locally produced ions; we estimate the fluxes of both ion species and energetic neutral atoms.

The generation mechanism of screech harmonics in supersonic exhausts is revealed using shadowgraph imaging and acoustic far-field measurements for a rectangular, high aspect-ratio nozzle. The coherent information associated with screech and its harmonics, i.e. flow structures and acoustic radiation pattern, is extracted from the time-resolved shadowgraph images. We show that, for large lateral distortions of the jet plume, the passage of screech associated flow structures triggers the screech-cyclic formation of shocks, which travel downstream and merge with the original shocks. The interaction of the shock waves with the flow structures associated with screech alters the appearance of the perturbations in the mixing layer, which constitute the higher harmonics of screech. Visualisations of the acoustic radiation pattern expose that the third and higher screech tone harmonics originate from these interaction locations. Further, the occurrence of mode resonance between the screech and its harmonics is demonstrated, where the mode resonance location coincides with the screech tone origin.

Single bicycle crashes, i.e., falls and impacts not involving a collision with another road user, are a significantly underestimated road safety problem. The motions and behaviours of falling people, or fall kinematics, are often investigated in the injury biomechanics research field. Understanding the mechanics of a fall can help researchers develop better protective gear and safety measures to reduce the risk of injury. However, little is known about cyclist fall kinematics or dynamics. Therefore, in this study, a video analysis of cyclist falls is performed to investigate common kinematic forms and impact patterns. Furthermore, a pipeline involving deep learning-based human pose estimation and inverse kinematics optimisation is created for extracting human motion from real-world footage of falls to initialise forward dynamics computational human body models. A bracing active response is then optimised for using a genetic algorithm. This is then applied to a case study of a cyclist fall. The kinematic forms characterised in this study can be used to inform initial conditions for computational modelling and injury estimation in cyclist falls. Findings indicate that protective response is an important consideration in fall kinematics and dynamics, and should be included in computational modelling. Furthermore, the novel reconstruction pipeline proposed here can be applied more broadly for traumatic injury biomechanics tasks. The tool developed in this study is available at https://kevgildea.github.io/KinePose/.

In this contribution, we suggest two proposals to achieve fast, real-time lane-keeping control for Autonomous Ground Vehicles (AGVs). The goal of lane-keeping is to orient and keep the vehicle within a given reference path using the front wheel steering angle as the control action for a specific longitudinal velocity. While nonlinear models can describe the lateral dynamics of the vehicle in an accurate manner, they might lead to difficulties when computing some control laws such as Model Predictive Control (MPC) in real time. Therefore, our first proposal is to use a Linear Parameter Varying (LPV) model to describe the AGV’s lateral dynamics, as a trade-off between computational complexity and model accuracy. Additionally, AGV sensors typically work at different measurement acquisition frequencies so that Kalman Filters (KFs) are usually needed for sensor fusion. Our second proposal is to use a Dual-Rate Extended Kalman Filter (DREFKF) to alleviate the cost of updating the internal state of the filter. To check the validity of our proposals, an LPV model-based control strategy is compared in simulations over a circuit path to another reduced computational complexity control strategy, the Inverse Kinematic Bicycle model (IKIBI), in the presence of process and measurement Gaussian noise. The LPV-MPC controller is shown to provide a more accurate lane-keeping behavior than an IKIBI control strategy. Finally, it is seen that Dual-Rate Extended Kalman Filters (DREKFs) constitute an interesting tool for providing fast vehicle state estimation in an AGV lane-keeping application.

The non line-of-sight (NLOS) scenario in urban intersections is critical in terms of traffic safety—a scenario where Vehicle-to-Vehicle (V2V) communication really can make a difference by enabling communication and detection of vehicles around building corners. A few NLOS V2V channel models exist in the literature but they all have some form of limitation, and therefore further research is need. In this paper, we present an alternative NLOS path loss model based on analysis from measured V2V communication channels at 5.9 GHz between six vehicles in two urban intersections. We analyze the auto-correlation of the large scale fading process and the influence of the path loss model on this. In cases where a proper model for the path loss and the antenna pattern is included, the de-correlation distance for the auto-correlation is as low as 2–4 m, and the cross-correlation for the large scale fading between different links can be neglected. Otherwise, the de-correlation distance has to be much longer and the cross-correlation between the different communication links needs to be considered separately, causing the computational complexity to be unnecessarily large. With these findings, we stress that vehicular ad-hoc network (VANET) simulations should be based on the current geometry, i.e., a proper path loss model should be applied depending on whether the V2V communication is blocked or not by other vehicles or buildings.

We discuss the influence of lunar magnetic anomalies on the solar wind and on the lunar surface, based on maps of solar wind proton fluxes deflected by the magnetic anomalies. The maps are produced using data from the Solar WInd Monitor (SWIM) onboard the Chandrayaan‐1 spacecraft. We find a high deflection efficiency (average ∼10%, locally ∼50%) over the large‐scale (>1000 km) regions of magnetic anomalies. Deflections are also detected over weak (<3 nT at 30 km altitude) and small‐scale (<100 km) magnetic anomalies, which might be explained by charge separation and the resulting electric potential. Strong deflection from a wide area implies that the magnetic anomalies act as a magnetosphere‐like obstacle, affecting the upstream solar wind. It also reduces the implantation rate of the solar wind protons to the lunar surface, which may affect space weathering near the magnetic anomalies.

Measurements made by ozonesondes and by a 52 MHz wind-profiling radar during February and March 1997 are studied. The radar is located at Esrange, near Kiruna in Arctic Sweden, on the eastern flank of the Scandinavian mountains. Daily ozonesondes were launched from the same site. The radar vertical and horizontal wind measurements are used to identify times when mountain waves were present. Mean vertical gradients in ozone mixing ratio in the lower troposphere are determined in conditions with mountain waves present and when they were absent. Back-trajectories were calculated so that only air-masses with their origin to the west of the mountains were included in the final averages. The vertical gradient in ozone mixing ratio is found to be about twice as steep outside wave conditions as it is during mountain waves. This suggests a very high rate of vertical mixing, with an average eddy diffusivity of order 5000 m2 s−1. This is consistent with an earlier estimate of the occurrence rate of complete mixing by wave breaking over the mountain range.

In this paper emission factors (EFs) for particulate matter (PM) and some sub-components as well as gaseous substances were investigated in two onboard measurement campaigns. Emissions from two 4-stroke main engines were measured under stable-load conditions. The impact of varying engine load on the emissions was investigated on one of the engines, and the impact of fuel quality on the other, where heavy fuel oil (HFO) with sulphur content 1% and 0.5% and marine gas oil (MGO) with sulphur content 0.1% were used. Furthermore, emissions from one auxiliary engine were studied. The measured EFs for PM mass were in the range of 0.3 to 2.7 g kg−1 fuel with the lowest values for emissions from the combustion of MGO, and the highest values for HFO with a sulphur content of 1%. The PM mass size distribution was dominated by particles in accumulation mode. Emission factors for particle numbers EF(PN) in the range of 5 × 1015–1 × 1017 # kg−1 fuel were found, the number concentration was dominated by particles in the ultrafine mode and ca. 2/3 of the particle number were non-volatile. The most abundant component of the PM mass was organic carbon, making up 25–60% of the PM. The measured EFs for organic carbon (OC) were 0.6 g kg−1 fuel for HFO and 0.2 g kg−1 fuel for MGO. Elemental carbon (EC) made up 10–38% of the PM mass, with no significant differences between HFO and MGO fuels. The concentrations of metals on sampled filters were investigated with energy dispersive X-ray fluorescence (EDXRF) and the detected metal elements in exhaust when using HFO was concluded to originate from both the fuel (V, Ni, Fe) and the lubricant (Ca, Zn), while for the case of MGO combustion, most of the metals were concluded to originate from the lubricants. The measured emission factors for sulphate particles, EF (SO2−4), were low, ca. 0.1–0.2 g kg−1 fuel for HFO with 1% sulphur, 0.07–0.09 g kg−1 fuel for HFO with 0.5% sulphur and 0.003–0.006 g kg−1 fuel for MGO. This corresponds to 0.1–0.8% and 0.1–0.6% of fuel S converted to PM sulphate for HFO and MGO, respectively. Scanning transmission electron microscopy (STEM) images of the collected PM showed three different types of particles: relatively pure soot; char and char-mineral particles; and amorphous, probably organic particles containing inorganic impurities. The maps of elements obtained from STEM showed a heterogeneous composition of primary soot particles with respect to the trace metals and sulphur. Temperature-programmed oxidation (TPO) of PM showed higher soot oxidation reactivity compared to automotive diesel soot, PM from the HFO exhaust being more reactive than PM from the MGO exhaust. Oxidative potential measured as the rate of consumption of Dithiothreitol (DTT) was for the first time measured on PM from ship exhaust. The obtained values were between 0.01 and 0.04 nmol DTT min−1 μg−1 PM, which is quite similar to oxidative potentials of PM collected at urban and traffic sites. The data obtained during the experiments add information about emission factors for both gaseous and PM-bound compounds from ship engines using different fuels and under different engine-load conditions. Observed variability of the EFs illustrates uncertainties of these emission factors as a result of influences from fuel and lubricant composition, from differences between individual engines and from the differences in sampling conditions.

Ions apparently emanating from the same source, the ionospheric polar cap, can either end up as energized to keV energies in the high‐altitude cusp/mantle, or appear as cold ions in the magnetotail lobes. We use Cluster observations of ions and wave electric fields to study the spatial variation of ion heating in the cusp/mantle and polar cap. The average flow direction in a simplified cylindrical coordinate system is used to show approximate average ion flight trajectories, and discuss the temperatures, fluxes and wave activity along some typical trajectories. It is found that it is suitable to distinguish between cusp, central and nightside polar cap ion outflow trajectories, though O+ heating is mainly a function of altitude. Furthermore we use typical cold ion parallel velocities and the observed average perpendicular drift to obtain average cold ion flight trajectories. The data show that the cusp is the main source of oxygen ion outflow, whereas a polar cap source would be consistent with our average outflow paths for cold ions observed in the lobes. A majority of the cusp O+ flux is sufficiently accelerated to escape into interplanetary space. A scenario with significant oxygen ion heating in regions with strong magnetosheath origin ion fluxes, cold proton plasma dominating at altitudes below about 8 RE in the polar cap, and most of the cusp oxygen outflow overcoming gravity and flowing out in the cusp and mantle is consistent with our observations. Key Points Spatial distribution of ion heating in the high‐altitude polar cap is provided Different average outflow paths with different ion heating are identified Data suggest that most of the cusp‐related ion outflow escapes