This paper outlines a complete review on modifications made on the absorber plate of solar air heaters in order to improve the turbulence and heat transfer rate, thereby efficiency. Corrugated sheets, fins, extended surfaces, wire mesh, porous medium, etc., are a few of the modifications used. Most of such alterations in the absorber plate resulted with an increase in efficiency but associated with drawback of increased pumping power due to raising friction factor. Pumping power is considered here as a predominant comparison parameters of various solar air heaters with different absorber plate in terms of effective efficiency. 相似文献
Objective: This study investigated drivers' evaluation of a conventional autonomous emergency braking (AEB) system on high and reduced tire–road friction and compared these results to those of an AEB system adaptive to the reduced tire–road friction by earlier braking. Current automated systems such as the AEB do not adapt the vehicle control strategy to the road friction; for example, on snowy roads. Because winter precipitation is associated with a 19% increase in traffic crashes and a 13% increase in injuries compared to dry conditions, the potential of conventional AEB to prevent collisions could be significantly improved by including friction in the control algorithm. Whereas adaption is not legally required for a conventional AEB system, higher automated functions will have to adapt to the current tire–road friction because human drivers will not be required to monitor the driving environment at all times. For automated driving functions to be used, high levels of perceived safety and trust of occupants have to be reached with new systems. The application case of an AEB is used to investigate drivers' evaluation depending on the road condition in order to gain knowledge for the design of future driving functions.
Methods: In a driving simulator, the conventional, nonadaptive AEB was evaluated on dry roads with high friction (μ = 1) and on snowy roads with reduced friction (μ = 0.3). In addition, an AEB system adapted to road friction was designed for this study and compared with the conventional AEB on snowy roads with reduced friction. Ninety-six drivers (48 males, 48 females) assigned to 5 age groups (20–29, 30–39, 40–49, 50–59, and 60–75 years) drove with AEB in the simulator. The drivers observed and evaluated the AEB's braking actions in response to an imminent rear-end collision at an intersection.
Results: The results show that drivers' safety and trust in the conventional AEB were significantly lower on snowy roads, and the nonadaptive autonomous braking strategy was considered less appropriate on snowy roads compared to dry roads. As expected, the adaptive AEB braking strategy was considered more appropriate for snowy roads than the nonadaptive strategy. In conditions of reduced friction, drivers' subjective safety and trust were significantly improved when driving with the adaptive AEB compared to the conventional AEB. Women felt less safe than men when AEB was braking. Differences between age groups were not of statistical significance.
Conclusions: Drivers notice the adaptation of the autonomous braking strategy on snowy roads with reduced friction. On snowy roads, they feel safer and trust the adaptive system more than the nonadaptive automation. 相似文献
The aim of the study was to compare the performances of the Brungraber Mark II (BM II) and Mark III (BM III) slipmeters. Friction measurements with the two slipmeters were conducted in a laboratory using four footwear materials, four floor types, and three surface conditions. Both the coefficient of friction (COF) values obtained with the slipmeters and the force platform-based COF values were measured. The COF measured with the BM II was slightly higher than that measured with the BM III with a R2 of 0.83. A comparison of the averaged normal force between the two slipmeters showed that the BM II generated a significantly higher normal force than the BM III at a low COF and the difference of the normal force between the two slipmeters decreased when the COF value was increased. The regression analysis results in this study showed that the force platform-based COF values were closer to the COF values obtained with the BM III than with the BM II. The R2 values for the regression model between the COF values obtained from the slipmeter and the force platform were 0.90 and 0.79 for the BM II and BM III, respectively. 相似文献
The focus of this paper is on the dynamics of a dense current flowing along the continental slope, and the frictionally induced downward motion it experiences. In particular, the movement of the lateral boundaries where the isopycnals meet the bottom are considered. The current is taken to be wide compared to the Rossby radius, which is in accordance with observations and makes the dynamics quasigeostrophic. The time development of the plume thickness is studied, using three different parameterisations for the bottom friction.Independently of the choice of parameterisation, the following results are obtained: In the central part of the plume friction acts as a diffusive process to minimise the curvature of the upper surface of the plume. At the upper edge the plume quickly approaches a state with small slope, i.e. small geostrophic velocity and small frictionally induced downward flow. At the lower edge a tongue of dense water shoots out creating a widening layer. The thickness of the migrating layer is approximately equal to the boundary layer depth and its downward speed is comparable to the along-slope geostrophic velocity. The downslope end of the migrating layer may form a steep front which requires some precautions in the numerical procedure. 相似文献