Structural, electrochemical and thermal properties of LiNi0.8−yTiyCo0.2O2 as cathode materials for lithium ion battery

Multiple substitution compounds with the formula LiNi_0.8−yTi_yCo_0.2O₂ (0≤y≤0.1) were synthesized by sol-gel method using citric acid as a chelating agent. The effects of titanium substitution on the structural, electrochemical and thermal properties of the cathode materials are investigated. A solid solution phase (R-3m) is observed in the range of 0≤y≤0.1 for the titanium-doped materials. X-ray photoelectron spectroscopy (XPS) shows that there are Ni³⁺, Ni²⁺, Co³⁺, Co²⁺ and Ti⁴⁺ five transition metal ions in titanium-doped materials. Rietveld refinement of X-ray diffraction (XRD) patterns indicates that titanium substitution changes the materials’ structure with different cationic distribution. An increase of the Ni/Co amount in the 3a Li site is found with the addition of titanium amount. An improved cycling performance is observed for titanium-doped cathode materials, which is interpreted to a significant suppression of phase transitions and lattice changes during cycling. The thermal stability of titanium-doped materials is also improved, which can be attributed to its lower oxidation ability and enhanced structural stability at delithiated state.     

Unpowered Knee Exoskeleton Reduces Quadriceps Activity during Cycling

Cycling is an eco-friendly method of transport and recreation. With the intent of reducing the energy cost of cycling without providing an additional energy source, we have proposed the use of a torsion spring for knee-extension support. We developed an exoskeleton prototype using a crossing four-bar mechanism as a knee joint with an embedded torsion spring. This study evaluates the passive knee exoskeleton using constant-power cycling tests performed by eight healthy male participants. We recorded the surface electromyography over the rectus femoris muscles of both legs, while the participants cycled at 200 and 225 W on a trainer with the developed wheel-accelerating system. We then analyzed these data in time–frequency via a continuous wavelet transform. At the same cycling speed and leg cadence, the median power spectral frequency of the electromyography increases with cycling load. At the same cycling load, the median power spectral frequency decreases when cycling with the exoskeleton. Quadriceps activity can be relieved despite the exoskeleton consuming no electrical energy and not delivering net-positive mechanical work. This fundamental can be applied to the further development of wearable devices for cycling assistance.     

The effect of partial substitution of Ti with Zr, Cr or V in the Mg35Ti10Ni55 electrode alloy on its electrochemical performance

In this paper, Zr, Cr and V were selected as the partial substitution elements for Ti to form Mg₃₅Ti₅M₅Ni₅₅ quaternary alloys prepared by means of mechanical alloying on the basis of the ternary Mg₃₅Ti₁₀Ni₅₅ electrode alloy previously studied by the authors. It is found that all the three quaternary alloys possess an amorphous main phase and exhibit improved cycling stability than the original ternary Mg₃₅Ti₁₀Ni₅₅. The Zr-substituted alloy has also a higher discharge capacity. X-ray photoelectron spectroscopy (XPS) surface analysis reveals that on the surface of each alloy a multi-component oxide composite film is formed, which is more compact and corrosion resistant than the Mg(OH)₂ film and the (TiO₂)_x(NiO)_y(Mg(OH)₂)_z composite films reported previously. Auger electron spectroscopy (AES) analysis shows that the substituting elements tend to reduce the thickness of the passivation films. The thickness of composite oxide film on the alloys is in the following order: Mg₃₅Ti₁₀Ni₅₅>Mg₃₅Ti₅V₅Ni₅₅>Mg₃₅Ti₅Zr₅Ni₅₅>Mg₃₅Ti₅Cr₅Ni₅₅. The result agrees well with that of the polarization resistances (R_P) values obtained from the electrochemical impedance spectroscopy (EIS) Nyquist diagrams. It demonstrates that the thicker the passivation film is, the higher the R_P is and the more difficultly the charge transfer reaction proceeds. Anodic polarization curves indicate that the addition of Cr and Zr decreases effectively the corrosion current. However, the corrosion of the electrode alloys in the electrolyte is still high and proceeds constantly as the corrosion current remains almost constant during further cycles.     

The Effects of Cryogenic Treatment on the Thermal Conductivity of GRCop-84

The mechanical properties of many materials have been enhanced via cryogenic treatment, which is a cold temperature process performed after traditional heat treatment. In this research the effect of cryogenic treatment on GRCop-84 was examined. Cryogenically and non-cryogenically treated samples were tested identically to determine whether cryogenic treatment has a significant affect on the thermal conductivity of GRCop-84. Optical and electron microscopy were used to characterize the material properties. Cryogenic treatment includes a temper that appears to be responsible for the enhancements observed in GRCop-84.     

Study of Physical Properties of SiCw/Al Composites During Unloaded Thermal Cycling

The thermal expansion coefficient of SiCw/Al composites squeeze cast during unloaded thermal cycling was determined and analyzed. The study had shown that the thermal expansion coefficient of SiCw/Al composites reduced greatly with temperature raising. The thermal expansion coefficient of artificial ageing treatment SiCw/Al composites during unloaded thermal cycling reduced gradually, while the thermal expansion coefficient of squeezing SiCw/Al composites increased gradually. In addition, the thermal expansion coefficient of SiCw/Al composites reduced drastically with fiber fraction increasing.     

CMRR:一种新的混合式输入排队调度算法

在传统调度算法的基础上,提出了一种新输入排队调度算法——CMRR,混合式输入排队调度算法,仿真实验和理论分析表明,该算法的性能优于现有的iSLIP等调度算法。     

Mapping commuter cycling risk in urban areas

Cycling is becoming an increasingly important transportation option for commuters. Cycling offers exercise opportunities and reduces the burden of motor vehicle travel on society. Mapping the risk of collision between cyclists and motor vehicles in urban areas is important to understanding safe cyclist route opportunities, making informed transportation planning decisions, and exploring patterns of injury epidemiology. To date, many geographic analyses and representations of cyclist risk have not taken the concept of exposure into account. Instead, risk is either expressed as a rate per capita, or as a count of events. Using data associated with the City of Hamilton, Canada, we illustrate a method for mapping commuter cyclist collision risk per distance travelled. This measure can be used to more realistically represent the underlying geography of cycling risk, and provide more geographically and empirically meaningful information to those interested in understanding how cycling safety varies over space.     

The impact of compulsory cycle helmet legislation on cyclist head injuries in New South Wales,Australia: A rejoinder

This paper challenges the conclusion of a recent paper by Walter et al. (Accident Analysis and Prevention 2011, doi:10.1016/j.aap.2011.05.029) reporting that despite numerous data limitations repealing the helmet legislation in Australia could not be justified. This conclusion is not warranted because of the limited time period used in their analysis and the lack of data beyond a few years before the introduction of legislation, the failure to adequately account for the effect of the phasing in of the legislation, the effect of the marked reduction in child cyclists, and the non-comparability of the pedestrian and cycling injuries and related lack of consideration of the severity of head injuries. The extent to which helmet legislation deters people from cycling is discussed.     

Using mental mapping to unpack perceived cycling risk

Cycling is the most energy-efficient mode of transport and can bring extensive environmental, social and economic benefits. Research has highlighted negative perceptions of safety as a major barrier to the growth of cycling. Understanding these perceptions through the application of novel place-sensitive methodological tools such as mental mapping could inform measures to increase cyclist numbers and consequently improve cyclist safety. Key steps to achieving this include: (a) the design of infrastructure to reduce actual risks and (b) targeted work on improving safety perceptions among current and future cyclists.This study combines mental mapping, a stated-preference survey and a transport infrastructure inventory to unpack perceptions of cycling risk and to reveal both overlaps and discrepancies between perceived and actual characteristics of the physical environment. Participants translate mentally mapped cycle routes onto hard-copy base-maps, colour-coding road sections according to risk, while a transport infrastructure inventory captures the objective cycling environment. These qualitative and quantitative data are matched using Geographic Information Systems and exported to statistical analysis software to model the individual and (infra)structural determinants of perceived cycling risk.This method was applied to cycling conditions in Galway City (Ireland). Participants’ (n = 104) mental maps delivered data-rich perceived safety observations (n = 484) and initial comparison with locations of cycling collisions suggests some alignment between perception and reality, particularly relating to danger at roundabouts. Attributing individual and (infra)structural characteristics to each observation, a Generalised Linear Mixed Model statistical analysis identified segregated infrastructure, road width, the number of vehicles as well as gender and cycling experience as significant, and interactions were found between individual and infrastructural variables. The paper concludes that mental mapping is a highly useful tool for assessing perceptions of cycling risk with a strong visual aspect and significant potential for public participation. This distinguishes it from more traditional cycling safety assessment tools that focus solely on the technical assessment of cycling infrastructure. Further development of online mapping tools is recommended as part of bicycle suitability measures to engage cyclists and the general public and to inform ‘soft’ and ‘hard’ cycling policy responses.     

An examination of the relationship between cycle training,cycle accidents,attitudes and cycling behaviour among children

Around 40% of 10–11-year-old children receive cycle training every year in the UK, but concern has been expressed over the efficacy of training courses. One argument is that accidents occur too infrequently to be a viable evaluative criterion, and attitudes and behaviour have been suggested as alternatives. A questionnaire that measured a number of variables including accidents, attitudes, and behaviour was completed by 336 participants from two schools in the London Borough of Bromley. At least one cycling injury had been sustained by 58.3% of respondents, requiring hospital treatment in 19.1% of cases. Girls reported fewer accidents than boys. No relationship between training and accidents was found. A principal components analysis (PCA) of the attitudes items produced a ‘safe attitudes’ factor. Girls displayed ‘safer’ attitudes, but there was no evidence that training produced safer attitudes. A PCA of the cycling behaviour scales produced two factors, ‘safe cycling’ and ‘showing off’. Safe cyclists who obeyed basic safety rules were less likely to sustain cycle injuries, but showing off was not related to accidents. Girls were less likely to show off, but the safe behaviour gender difference did not reach significance. Training did not relate to either factor.