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Several hybrid architectures have been widely used in hybrid electric vehicles. For example, power-split architecture brings seamless operation, while parallel architecture makes the internal combustion engine directly drive the wheel. To combine the advantages of various architectures, this study aims to develop a design approach to create a transmission mechanism that has multiple configurations and uses these configurations to achieve several hybrid architectures. First, this study standardized hybrid transmission mechanisms using the Function Power Graph; this powerful and intuitive tool inspired several elements and an element layout for the new mechanisms. Then, several configurations with up to five elements were enumerated and organized into the databases. Next, the mechanisms with multiple configurations and a limited number of clutching units (clutches or brakes) were evaluated, 10 of which were identified as the best group that provided five parallel configurations, two 2-motor electric vehicle configurations, and a power-split configuration. At the end of this paper, a novel hybrid transmission mechanism was developed as a demonstration. It provides higher power and torque at the output but there is no need to use the larger internal combustion engine or motor-generators. This mechanism also enables the internal combustion engine to drive in overdrive parallel architectures to avoid the loss in energy conversion when the power-split architecture is not required. As a result, after a designer specifies the desired hybrid configurations, follows the procedure, and uses the configuration databases built in this study, a novel hybrid transmission mechanism will be created.

Beta-blockers are widely used, but the benefit is now challenged in patients at risk of atherosclerotic cardiovascular disease (ASCVD) in the present coronary reperfusion era. We aimed to identify the risk factors of a major adverse cardiac event (MACE) and the long-term effect of beta-blockers in two large cohorts in Taiwan. Two prospective observational cohorts, including patients with known atherosclerosis cardiovascular disease (T-SPARCLE) and patients with at least one risk factor of ASCVD but without clinically evident ASCVD (T-PPARCLE), were conducted in Taiwan. The primary endpoint is the time of first occurrence of a MACE (cardiovascular death, nonfatal stroke, nonfatal myocardial infarction, and cardiac arrest with resuscitation). Between December 2009 and November 2014, with a median 2.4 years follow-up, 11,747 eligible patients (6921 and 4826 in T-SPARCLE and T-PPARCLE, respectively) were enrolled. Among them, 273 patients (2.3%) met the primary endpoint. With multivariate Cox PH model analysis, usage of beta-blocker was lower in patients with MACE (42.9% vs. 52.4%, p < 0.01). In patients with ASCVD, beta-blocker usage was associated with lower MACEs (hazard ratio 0.72; p < 0.001), but not in patients without ASCVD. The event-free survival of beta-blocker users remained higher during the follow-up period (p < 0.005) of ASCVD patients. In conclusion, in ASCVD patients, reduced MACE was associated with beta-blocker usage, and the effect was maintained during a six-year follow-up. Prescribing beta-blockers as secondary prevention is reasonable in the Taiwanese population.

Fractional flow reserve (FFR)-guided percutaneous coronary intervention has shown favorable long-term clinical outcomes. However, limited data exist evaluating the FFR assessment among the chronic kidney disease (CKD) population. The aim of this study was to evaluate the long-term clinical outcomes of FFR-guided coronary revascularization in patients with CKD. A total of 242 CKD patients who underwent FFR assessment were retrospectively analyzed. Patients were divided into two groups: revascularization (FFR ≤ 0.80) and non-revascularization (FFR > 0.80). The primary endpoint was the composite of cardiac death, non-fatal myocardial infarction, and target vessel failure (TVF). The key secondary endpoint was TVF. The Cox regression model was used for risk evaluation. With 91% of the ischemic vessels revascularized, the revascularization group had higher risks for both the primary endpoint (adjusted hazard ratio [aHR]: 2.06; 95% confidence interval [CI], 1.07–3.97; p = 0.030) and key secondary endpoint (aHR: 2.19, 95% CI: 1.10–4.37; p = 0.026), during a median follow-up of 2.9 years. This result was consistent among different CKD severities. In patients with CKD, functional ischemia in coronary artery stenosis was associated with poor clinical outcomes despite coronary revascularization.

This study investigates the limited-slip and steering characteristics of a dual continuously variable transmission system. The dual continuously variable transmission is a unique final drive system composed of two continuously variable transmissions, with one continuously variable transmission connected to each rear wheel. In this study, a dynamic model of the dual continuously variable transmission system is derived, and models of the conventional final drive systems, i.e. the solid axle and the open differential, are used as benchmarks. In the simulations, the dual continuously variable transmission model, the solid axle model and the open differential model are applied to a vehicle dynamic model for split- μ road tests and a series of steering tests. According to the results of the split- μ road tests, the limited-slip function of a dual continuously variable transmission system is verified. The results of the steering tests show that different torque distributions for the inside wheels and the outside wheels while cornering can be controlled with different gain values of the continuously variable transmissions; for this reason, the application of the dual continuously variable transmission system as a torque-vectoring device is proposed, and a basic setting principle is presented. The results of this study establish a fundamental knowledge for developing the dual continuously variable transmission as an advanced final system for improving the vehicle dynamics.

Hybrid torque-vectoring differential (referred as H-TD hereafter) is a differential system which integrates both torque-vectoring and electric hybrid functionality. The system is basically based on a conventional open differential and utilizes an electric motor to differentiate torque between two output shafts or to provide additional driving torque. However, the mechanism of the system inevitably gives rise to different equivalent rotational inertia of two output shafts, which might cause asymmetric traction force condition on two output wheels. So, this paper aims to give a solution to minimize the above-mentioned situation. Firstly, the constitution of H-TD mechanism, and operation modes of the system are introduced. After that, the cause of the unbalanced situation is discussed and a solution combining a counterweight and optimization design is proposed. Regarding the optimization design, the dynamic model is established to formulate the optimization problem, and the design constraints are defined. Lastly, Genetic Algorithm method is used to solve the optimization problem and the effect of the proposed solution is verified by using numerical simulation.

In this paper, a novel design concept of continuously variable planetary gearset (CVPG) is proposed, which is using a belt continuously variable transmission with a planetary gearset to achieve the changing of the gear ratio and is also possible to achieve continuous gear ratio changes. Compared to the conventional planetary gearset, our new CVPG has a potential capability of gear ratios with a continuous range. We expect the new design can change speed seamlessly and be applied to vehicle powertrain systems.

In this paper, a discussion on these special clutching devices and their systems are analyzed and presented. Firstly, these clutching devices could be classified according to their triggering and controlling mechanisms into two major groups, speed-controlled and torque-controlled. Secondly, the mechanic models of some frequently used clutches would be established and analyzed. Then, and by connecting these clutching devices, either in parallel or in series, we can construct and analyzed multi-clutching device through function-power-graph. It is hoped that this study could provide more understanding in the design of clutching.

Patient Initials or Identifier Number HU Tsai ### Relevant Clinical History and Physical Exam A 38-year-old unpregnant woman presented with lower abdominal pain and persistent vaginal spotting for 1 year. She had 1 vaginal delivery uneventfully and had dysmenorrhea and menorrhagia in the past

The purpose of this study is to understand the effects of steering geometry and to develop the proper steering mechanisms of a four-axle vehicle to improve the cornering behaviors. Firstly, based on kinematics and Newtonian mechanics, a 3-DOF steady-state cornering vehicle model, with considering Magic Formula of tire model and simplified suspension model, has been developed. The steady state cornering characteristics of a four-axle vehicle can be found by solving equations of motion. Secondly, implementing the suggested steering geometry, we can determine the optimized design parameters of the steering linkage by using a global search method. It is found that cornering behaviors of this new steering linkage can have better performance than the real four-axle vehicle we chose. Lastly, the effect of the fourth-axle is introduced and included into the investigation. The discussion on the steering geometry arrangements and its effect are presented. Based on the discussions and the design method developed in this work, the steering linkage of four-axle vehicle can be further developed to fit any case by achieving particular steering geometry.

This study provides a new concept of dual clutch transmission (DCT) system, which using one-way clutches and synchronizers compose a multi-speed mechanism. In this paper, the gear shifting processes of a general DCT system are discussed, and the mathematic equations and dynamic models of the conventional DCT system and new DCT system are established. Through a series of dynamic simulation analyses, the new DCT system reduces shifting processes so that it presents not only a fewer shifting time but also decreases the torque interruption.

The purpose of this study is to establish a steering model for a 4-axle 8×8 vehicle, which provides the design of the assisted steering system. To obtain the best steering performance, this system aims to minimise the turning radius. In this study, the steady-state mathematical steering model of this vehicle is established and the actual physical parameters are added to this model. By actually driving the vehicle, the model is verified and the results show that the model can accurately predict the steering behaviour of the vehicle. After correction, the model is added to assist the steering of the fourth axle and find the optimal steering mode. To evaluate the design, this model inputs the functions of time and steering wheel angle and outputs the tracks of driving this vehicle. We verify the steering assistance design of this vehicle by comparing the driving tracks with and without it.

This study aims to present an analysis on a new type of mechanical anti-lock brake system (ABS) and the device is suitable for two-wheeled vehicles, such as bicycles. Firstly, the structure of the mechanism, the principle of operation and operating stages of the device are discussed. Secondly, the force models of the system and the force equations with parameters are developed. Then, a numerical program for simulating the operation of the system is developed, and the relationship between operating force and braking force, as well as the efficiency of ABS in different situations (e.g. road friction coefficient, loading) are analyzed. Finally, the results of how each parameter affects the braking performance are discussed. In this paper, we present a complete analysis on this new mechanical ABS systematically. Through the simulation of various operating conditions, the characteristics of the system are investigated and clearly verified. It is shown that this type of mechanical ABS could be useful in some situations. However, the overall braking performance will be reduced. This new mechanical ABS might be useful with some possible modifications, and could be applied in other areas.

A tendon-driven manipulator having redundant tendons may possess more flexibility in operation, such as optimizing the performance of tendons, reducing the burden of each tendon, and providing fail-safe features. The purpose of this paper is to investigate the design of tendon-driven manipulators with a fail-safe feature, that is, to synthesize a system that may still remain controllable as any of the tendons have broken down or malfunctioned. Characteristics of tendon-driven manipulators are briefly discussed. Criteria for tendon-driven manipulators with redundant tendons and fail-safe feature are then established. Subsequently, constraints for such system are derived from the structure of tendon-driven manipulator. Associated with the criteria, manipulators can remain controllable when any of the tendons fails to function. Finally, a geometric method for determining the structure is developed. Examples of two-DOF and three-DOF tendondriven manipulators are demonstrated.

This paper presents a 2-dimensional carbon nanotube (CNT) strain sensor with high sensitivity. The sensors, single-walled CNTs and multi-walled CNTs synthesized by thermal chemical vapor deposition, are grown directly on the suspended cantilever beams to measure external strain. The design of the sensor allows effective adhesion between CNTs and the cantilever beams, which results in CNT lengthwise strain and piezo-resistivity change. The suspended cantilever beams are fabricated by micromachining techniques. Experimental results show that the sensor achieves a high strain resolution of 0.00099%. The maximum piezo-resistivity gauge factor of the sensor is 744. The two-dimensional strain sensor presents the advantage of high sensitivity, which is beneficial for integration in a CMOS process of mass production.

This work presents the development of a novel 4 × 4 pressure sensing array with tunable sensing ranges. Carbon nanotubes (CNTs) dispersed in nematic liquid crystals (LC) composite is employed as the resistive sensing material. The structure of the sensing element, in which the LC–CNT composite is sealed, consists of a deformable PDMS elastomeric structure, an indium tin oxide (ITO) glass substrate and an ITO PET film. The force sensing ranges can be tuned by varying frequency of the driving voltage supplied by the array scanning circuitry. This tunable capability can be employed for the applications which require different measurement ranges of forces, without the need of adjusting the dynamic ranges of the sensor readout circuitry. The characteristics of the devices are measured and the pressure images with tunable capability are successfully captured. The driving and scanning circuit for resistive sensing array is also designed and implemented.

The purpose of this study is to analyze and to design for the hybrid power systems with variable inertia flywheel while the hybrid power system consists of 1 power plant, 1 variable inertia flywheel which is used as the energy storage device, a planetary gear set, and a set of actuators. First, the kinematic and kinetic equations of the hybrid power system are developed in order to establish the relationships of the speed and torque of all elements, and the specific speed and torque of the output needed for the vehicle can be found by using the software “ADVISOR” in various operation modes. Then, with the prescribed mechanical brake energy recovery system model and a control model, a comprehensive analysis can be achieved. Finally, various driving modes, such as ECE, ECE+EUDC and New York Bus driving mode are investigated in order to demonstrate the characteristics of the hybrid power system. The numerical results show and conclude the effectiveness of the variable inertia flywheel, and the improvement on the efficiency of hybrid power systems. Copyright Form of EVS25.

A new concept for a mechanical antilock braking system (ABS) with a centrifugal braking device (CBD), termed a centrifugal ABS (C-ABS), is presented and developed in this paper. This new CBD functions as a brake in which the output braking torque adjusts itself depending on the speed of the output rotation. First, the structure and mechanical models of the entire braking system are introduced and established. Second, a numerical computer program for simulating the operation of the system is developed. The characteristics of the system can be easily identified and can be designed with better performance by using this program to studying the effects of different design parameters. Finally, the difference in the braking performance between the C-ABS and the braking system with or without a traditional ABS is discussed. The simulation results indicate that the C-ABS can prevent the wheel from locking even if excessive operating force is provided while still maintaining acceptable braking performance.

Chun-Hung Chiang was a pioneer in the academic field of mechanism and machine design in Taiwan. His major research contribution was in the study of spherical mechanisms. While associated with numerical computing methods going back to the 1970s, he introduced body guidance, path generation, and function generation to the classical spherical mechanisms, and he developed concise research in regard to spherical mechanisms. Furthermore, he founded the committee/society of mechanism and machine theory in Taiwan and led the group to join IFToMM in 1983.

An important step in the structural synthesis of mechanisms requires the identification of isomorphism between the graphs which represents the mechanism topology. Previously used methods for identifying graph isomorphism either yield incorrect results for some cases or their algorithms are computationally inefficient for this application. This paper describes a new isomorphism identification method which is well suited for the automated structural synthesis of mechanisms. This method uses a new and compact mathematical representation for a graph, called the Degree Code, to identify graph isomorphism. Isomorphic graphs have identical Degree Codes; nonisomorphic graphs have distinct Degree Codes. Therefore, by examining the Degree Codes of the graphs, graph isomorphism is easily and correctly identified. This Degree Code algorithm is simpler and more efficient than other methods for identifying isomorphism correctly. In addition, the Degree Code can serve as an effective nomenclature and storage system for graphs or mechanisms. Although this identification scheme was developed specifically for the structural synthesis of mechanisms, it can be applied to any area where graph isomorphism is a critical issue.

This study presents how to use the full control concept to achieve zero body-sideslip angle and zero body motions for four-wheeled vehicles. Firstly, the governing equations for a 6 d.o.f. four-wheeled vehicle model, i.e. a vehicle with four wheels, each wheel controlled independently, has been developed. With six properly chosen control inputs, there are 16 full control modes for the zero body-sideslip angle and zero body motions control. The sum of tractive forces, cornering forces, or active suspension forces is set as the criteria for evaluating these full control modes. In typical driving scenarios, these control modes are compared and discussed, and preferable modes are concluded. Also, the difference for full control modes between four-wheeled vehicles and three-wheeled vehicles has been discussed. Finally, this study presents how to apply the full control concept into vehicle cruise control. By using the full control concept, the zero body-sideslip angle and zero body motions of four-wheeled vehicle can be realised, and vehicle cruise control rules with better handling and comfort performance are introduced in this study.

This paper presents a method for complete force analysis, including both statics and dynamics, of overconstrained, statically indeterminate spatial mechanisms. Of primary concern is the development of a method which is realistic and has general applicability. The usual tacit assumption of the vanishing of certain force and torque components in the analysis, such as zero axial forces at joints, is removed. The method combines an analytical technique—using the [3 × 3] screw matrix method—coupled with an experimental method to completely specify the dynamic state of an overconstrained mechanism. The indeterminate force is modeled using a characteristic equation simulated experimentally. The method is illustrated in the case of the UNI-LAT coupling which is a modified Hooke-type joint. Based on the analytical results, some physical insights are interpreted. It was found that overclosure affects mechanism performance and plays an important role in the dynamics of the UNI-LAT coupling. General guidelines on the design of the UNI-LAT coupling are also presented.

This study concerns the degree-of-freedom, the arrangements of input and the type of mobility of multi-loop, multi-degree-of-freedom mechanisms. Firstly, “basic loops” are introduced, and a systematic scheme for identifying the actual degree-of-freedom of mechanisms is developed. The input, then, can be properly deployed, such that the mechanism has a totally constrained motion. Lastly, based on the input deployment, the mobility of mechanisms is classifed and identified into three types: total, partial and fractionated mobility. The procedure has been automated, and the atlas of all possible arrangements of input of up to eight-link planar mechanisms with only revolute joints is presented. The systematic method is helpful for the structural synthesis of multi-degree-of-freedom and multi-loop mechanisms, and for exploring their potential industrial applications.

This study concerns the degree-of-freedom, the arrangements of input and the type of mobility of multi-loop, multi-degree-of-freedom mechanisms. Firstly, “basic loops” is introduced, and a systematic scheme for identifying the actual degree-of-freedom of mechanisms is developed. The input, then, can be properly deployed, such that the mechanism has a totally constrained motion. Lastly, based on the input deployment, the mobility of mechanisms is classifed and identified into three types: total, partial and fractionated mobility. The procedure has been automated, and the atlas of all possible arrangements of input of up to eight-link planar mechanisms with only revolute joints is presented. The systematic method is helpful for the structural synthesis of multi-degree-of-freedom and multi-loop mechanisms, and for exploring their potential industrial applications.