Panel Discussion on Energy Efficiency

The session on energy efficiency had no formal presentations and was organized as a panel discussion with four panelists. It was concluded that energy efficiency and saving measures on the short term is the most effective way to contribute to a sustainable energy system. Measures to improve and encourage energy efficiency should be implemented at all levels; municipal/local, national and super-national. Prices can be an effective instrument but need to be combined with systemic level measures. The transport sector was identified as the one with largest near future potential for increased energy efficiency. Agriculture and food is also an area with very large energy consumption and large potential for increased energy efficiency. The global population issue is yet another relevant, challenging and complex issue. It was noted that energy audits for end users in business and society increase awareness and insights into what they pay for, and they are likely to promote actions to save energy. Many measures are believed to suffer from Jevin’s paradox, i.e., that more efficient use of energy just leads to more energy consumption somewhere else. Many examples were given, however, where this does not happen. Another point put forward was that measures to make the energy system more efficient do not only mean constraints and regulations but also create great opportunities for market actors and societies.     

Risk and vulnerability analysis: A feasible process for local climate adaptation in Sweden?

Climate change is an important new challenge for local authorities. This study analyses the potential for using the Swedish mandatory process for risk and vulnerability analysis (RVA) as a vehicle to improve local climate adaptation work. An advantage with RVA is its comprehensive approach in dealing with all relevant threats and all vital functions of society. In order to test the applicability of incorporating climate adaptation into RVA, we studied practical experiences from three Swedish municipalities. In all municipalities, a pre-study to identify relevant climate-induced events was performed. In one municipality, this was followed by a more detailed analysis of the potential impacts of these events on the functions of the various administrations and companies within the local authority. Problems identified in successful integration of climate change into the municipal RVA process were lack of sufficient knowledge to identify the impacts of climate change on the level of the respective specialist or district administration and lack of resources to perform the analysis. There were also some difficulties in including a long-term perspective relevant for climate adaptation into RVA, which usually focuses on current threats. A positive outcome was that work on extreme climate events in RVA provided a traceable method to identify events with a potentially great impact on the function of local society and results that could be fed into other ongoing processes, such as spatial planning and housing plans.     

Changes versus homeostasis in alpine and sub-alpine vegetation over three decades in the sub-arctic

Plant species distributions are expected to shift and diversity is expected to decline as a result of global climate change, particularly in the Arctic where climate warming is amplified. We have recorded the changes in richness and abundance of vascular plants at Abisko, sub-Arctic Sweden, by re-sampling five studies consisting of seven datasets; one in the mountain birch forest and six at open sites. The oldest study was initiated in 1977-1979 and the latest in 1992. Total species number increased at all sites except for the birch forest site where richness decreased. We found no general pattern in how composition of vascular plants has changed over time. Three species, Calamagrostis lapponica, Carex vaginata and Salix reticulata, showed an overall increase in cover/frequency, while two Equisetum taxa decreased. Instead, we showed that the magnitude and direction of changes in species richness and composition differ among sites.     

Passenger muscle responses in lane change and lane change with braking maneuvers using two belt configurations: Standard and reversible pre-pretensioner

Abstract

Objective: The introduction of integrated safety technologies in new car models calls for an improved understanding of the human occupant response in precrash situations. The aim of this article is to extensively study occupant muscle activation in vehicle maneuvers potentially occurring in precrash situations with different seat belt configurations.

Methods: Front seat male passengers wearing a 3-point seat belt with either standard or pre-pretensioning functionality were exposed to multiple autonomously carried out lane change and lane change with braking maneuvers while traveling at 73?km/h. This article focuses on muscle activation data (surface electromyography [EMG] normalized using maximum voluntary contraction [MVC] data) obtained from 38 muscles in the neck, upper extremities, the torso, and lower extremities. The raw EMG data were filtered, rectified, and smoothed. All muscle activations were presented in corridors of mean?±?one standard deviation. Separate Wilcoxon signed ranks tests were performed on volunteers’ muscle activation onset and amplitude considering 2 paired samples with the belt configuration as an independent factor.

Results: In normal driving conditions prior to any of the evasive maneuvers, activity levels were low (<2% MVC) in all muscles except for the lumbar extensors (3–5.5% MVC). During the lane change maneuver, selective muscles were activated and these activations restricted the sideway motions due to inertial loading. Averaged muscle activity, predominantly in the neck, lumbar extensor, and abdominal muscles, increased up to 24% MVC soon after the vehicle accelerated in lateral direction for all volunteers. Differences in activation time and amplitude between muscles in the right and left sides of the body were observed relative to the vehicle’s lateral motion. For specific muscles, lane changes with the pre-pretensioner belt were associated with earlier muscle activation onsets and significantly smaller activation amplitudes than for the standard belt (P?<?.05).

Conclusions: Applying a pre-pretensioner belt affected muscle activations; that is, amplitude and onset time. The present muscle activation data complement the results in a preceding publication, the volunteers’ kinematics and the boundary conditions from the same data set. An effect of belt configuration was also seen on previously published volunteers’ kinematics with lower lateral and forward displacements for head and upper torso using the pre-pretensioner belt versus the standard belt. The data provided in this article can be used for validation and further improvement of active human body models with active musculature in both sagittal and lateral loading scenarios intended for simulation of some evasive maneuvers that potentially occur prior to a crash.     

One size fits all: stability of metabolic scaling under warming and ocean acidification in echinoderms

Responses by marine species to ocean acidification (OA) have recently been shown to be modulated by external factors including temperature, food supply and salinity. However the role of a fundamental biological parameter relevant to all organisms, that of body size, in governing responses to multiple stressors has been almost entirely overlooked. Recent consensus suggests allometric scaling of metabolism with body size differs between species, the commonly cited ‘universal’ mass scaling exponent (b) of ¾ representing an average of exponents that naturally vary. One model, the Metabolic-Level Boundaries hypothesis, provides a testable prediction: that b will decrease within species under increasing temperature. However, no previous studies have examined how metabolic scaling may be directly affected by OA. We acclimated a wide body-mass range of three common NE Atlantic echinoderms (the sea star Asterias rubens, the brittlestars Ophiothrix fragilis and Amphiura filiformis) to two levels of pCO₂ and three temperatures, and metabolic rates were determined using closed-chamber respirometry. The results show that contrary to some models these echinoderm species possess a notable degree of stability in metabolic scaling under different abiotic conditions; the mass scaling exponent (b) varied in value between species, but not within species under different conditions. Additionally, we found no effect of OA on metabolic rates in any species. These data suggest responses to abiotic stressors are not modulated by body size in these species, as reflected in the stability of the metabolic scaling relationship. Such equivalence in response across ontogenetic size ranges has important implications for the stability of ecological food webs.     

On wear resistance of tool steel

Maintaining a reasonably low cutting tool wear when producing forming tools is a general challenge in the development of new forming tool materials. The tool life of a hot forming tool steel (H13) has been significantly improved by reducing its Si-content from 1.0 to 0.06 wt.%. However, this modified H13 (MH13) also displays a reduced cutting tool life due to higher cutting forces and a stronger tendency to form built up layers (BUE) on the cutting edge. This paper explains why.Gleeble tests of MH13 revealed a significantly higher flow stress in the 820–900 °C temperature interval in MH13 compared to H13. Thermo-Calc simulations showed that when reducing the Si-content from 1.0 to 0.06 wt.% the initial temperature for ferrite-to-austenite transformation (A1) was reduced from 900 °C to 820 °C. Knowing that austenite has totally different mechanical and thermal properties than ferrite, the difference in A1 between the two steels explains the higher cutting forces and higher tendency for BUE-formation. The conclusion is that the difference in machinability between H13 and MH13 is primarily related to their difference in A1.An attempt was also made to find a new tool material composition that can combine the wear resistance of MH13 and the good machinability of H13. Thermo-Calc simulations were performed with slightly modified alloying content without changing its properties as a good forming tool material, with the aim to increase A1. For instance, reducing the Mn content from 0.5 to 0.05 wt.% proved to increase A1 from 820 to 850 °C.     

Combining Coordination of Motion Actuators with Driver Steering Interaction

Objective: A new method is suggested for coordination of vehicle motion actuators; where driver feedback and capabilities become natural elements in the prioritization.

Methods: The method is using a weighted least squares control allocation formulation, where driver characteristics can be added as virtual force constraints. The approach is in particular suitable for heavy commercial vehicles that in general are over actuated. The method is applied, in a specific use case, by running a simulation of a truck applying automatic braking on a split friction surface. Here the required driver steering angle, to maintain the intended direction, is limited by a constant threshold. This constant is automatically accounted for when balancing actuator usage in the method.

Results: Simulation results show that the actual required driver steering angle can be expected to match the set constant well. Furthermore, the stopping distance is very much affected by this set capability of the driver to handle the lateral disturbance, as expected.

Conclusion: In general the capability of the driver to handle disturbances should be estimated in real-time, considering driver mental state. By using the method it will then be possible to estimate e.g. stopping distance implied from this. The setup has the potential of even shortening the stopping distance, when the driver is estimated as active, this compared to currently available systems. The approach is feasible for real-time applications and requires only measurable vehicle quantities for parameterization. Examples of other suitable applications in scope of the method would be electronic stability control, lateral stability control at launch and optimal cornering arbitration.