quinta-feira, 18 de setembro de 2014

'Smart material' chin strap harvests energy from chewing

 


This is the experimental set up of an energy harvesting chin strap.

A chin strap that can harvest energy from jaw movements has been created by a group of researchers in Canada.

It is hoped that the device can generate electricity from eating, chewing and talking, and power a number of small-scale implantable or wearable electronic devices, such as hearing aids, cochlear implants, electronic hearing protectors and communication devices.

The first results of the device's performance have been published today, 17 September, in IOP Publishing's journal Smart Materials and Structures.

Jaw movements have proved to be one of the most promising candidates for generating electricity from human body movements, with researchers estimating that an average of around 7 mW of power could be generated from chewing during meals alone.

To harvest this energy, the study's researchers, from Sonomax-ÉTS Industrial Research Chair in In-ear Technologies (CRITIAS) at École de technologie supérieure (ÉTS) in Montreal, Canada, created a chin strap made from piezoelectric fiber composites (PFC).

PFC is a type of piezoelectric smart material that consists of integrated electrodes and an adhesive polymer matrix. The material is able to produce an electric charge when it stretches and is subjected to mechanical stress.

In their study, the researchers created an energy harvesting chin strap made from a single layer of PFC and attached it to a pair of ear muffs using a pair of elastic side straps. To ensure maximum performance, the chin strap was fitted snugly to the user, so when the user's jaw moved it caused the strap to stretch.

To test the performance of the device, the subject was asked to chew gum for 60 seconds whilst wearing the head-mounted device; at the same time the researchers recorded a number of different parameters.

The maximum amount of power that could be harvested from the jaw movements was around 18 µW, but taking into account the optimum set-up for the head-mounted device, the power output was around 10 µW.

Co-author of the study Aidin Delnavaz said: "Given that the average power available from chewing is around 7 mW, we still have a long way to go before we perfect the performance of the device.

"The power level we achieved is hardly sufficient for powering electrical devices at the moment; however, we can multiply the power output by adding more PFC layers to the chin strap. For example, 20 PFC layers, with a total thickness of 6 mm, would be able to power a 200 µW intelligent hearing protector."

One additional motivation for pursuing this area of research is the desire to curb the current dependency on batteries, which are not only expensive to replace but also extremely damaging to the environment if they are not disposed of properly.

"The only expensive part of the energy harvesting device is the single PFC layer, which costs around $20. Considering the price and short lifetime of batteries, we estimate that a self-powered hearing protector based on the proposed chin strap energy harvesting device will start to pay back the investment after three years of use," continued Delnavaz.

"Additionally, the device could substantially decrease the environmental impact of batteries and bring more comfort to users.

"We will now look at ways to increase the number of piezoelectric elements in the chin strap to supply the power that small electronic devices demand, and also develop an appropriate power management circuit so that a tiny, rechargeable battery can be integrated into the device."

Snap 2014-09-12 at 18.10.27


Story Source:

The above story is based on materials provided by Institute of Physics. Note: Materials may be edited for content and length.


Journal Reference:

  1. Aidin Delnavaz, Jérémie Voix. Flexible piezoelectric energy harvesting from jaw movements. Smart Materials and Structures, 2014; 23 (10): 105020 DOI: 10.1088/0964-1726/23/10/105020

Global shift away from cars would save US$100 trillion, eliminate 1,700 megatons of carbon dioxide pollution

 


The "High Shift" scenario for global transportation: slashing CO2 pollution, saving money, improving lives.

More than $100 trillion in cumulative public and private spending, and 1,700 megatons of annual carbon dioxide (CO2) -- a 40 percent reduction of urban passenger transport emissions -- could be eliminated by 2050 if the world expands public transportation, walking and cycling in cities, according to a new report released by the University of California, Davis, and the Institute for Transportation and Development Policy (ITDP).

Further, an estimated 1.4 million early deaths could be avoided annually by 2050 if governments require the strongest vehicle pollution controls and ultralow-sulfur fuels, according to a related analysis of these urban vehicle activity pathways by the International Council on Clean Transportation (ICCT) included in the report.

"Transportation, driven by rapid growth in car use, has been the fastest growing source of CO2 in the world, said Michael Replogle, ITDP's managing director for policy and co-author of the report. "An affordable but largely overlooked way to cut that pollution is to give people clean options to use public transportation, walking and cycling, expanding mobility options especially for the poor and curbing air pollution from traffic."

"The analysis shows that getting away from car-centric development will cut urban CO2 dramatically and also reduce costs, especially in rapidly expanding economies," said report co-author Lew Fulton, co-director of NextSTEPS Program at the Institute of Transportation Studies at UC Davis. "It is also critical to reduce the energy use and carbon emissions of all vehicles."

The report, A Global High Shift Scenario, is the first study to examine how major changes in transport investments worldwide would affect urban passenger transport emissions as well as the mobility of different income groups. The authors calculated CO2 emissions in 2050 under two scenarios, a business-as-usual scenario and a "High Shift" scenario where governments significantly increased rail and clean bus transport, especially Bus Rapid Transit (BRT), and helped urban areas provide infrastructure to ensure safe walking, bicycling and other active forms of transportation. The projections also include moving investments away from road construction, parking garages and other ways that encourage car ownership.

Under this High Shift, not only would CO2 emissions plummet, but the net financial impact of this shift would be an enormous savings over the next 35 years, covering construction, operating, vehicle and fuel-related costs.

The report was released at the United Nations Habitat III Preparatory Meeting in New York on September 17th, in advance of the September 23rd United Nations Secretary-General's Climate Summit, where many nations and corporations will announce voluntary commitments to reduce greenhouse gas emissions, including new efforts focused on sustainable transportation.

"This timely study is a significant contribution to the evidence base showing that public transport should play central role in visions for the city of tomorrow" says Alain Flausch, Secretary General of the International Association of Public Transport, and member of UN Secretary General's Advisory Group on Sustainable Transport.

Better Mobility Leads to Social Mobility

The new report also describes sustainable transportation as a key factor in economic development. Under the High Shift scenario, mass transit access is projected to more than triple for the lowest income groups and more than double for the second lowest groups. Notably, the overall mobility evens out between income groups, providing those more impoverished with better access to employment and services that can improve their family livelihoods.

"Today and out to 2050, lower income groups will have limited access to cars in most countries under almost any scenario; improving access to modern, clean, high-capacity public transport is crucial," said Fulton.

"Unmanaged growth in motor vehicle use threatens to exacerbate growing income inequality and environmental ills, while more sustainable transport delivers access for all, reducing these ills. This report's findings should help support wider agreement on climate policy, where costs and equity of the cleanup burden between rich and poor are key issues," noted Replogle.

Emission Standards Save Lives

Air pollution is a leading cause of early death, responsible for more than 3.2 million early deaths annually. Exposure to vehicle tailpipe emissions is associated with increased risk of early death from cardiopulmonary disease and lung cancer, as well as respiratory infections in children. Car and diesel exhaust also increases the risk of non-fatal health outcomes, including asthma and cardiovascular disease.

The International Council on Clean Transportation evaluated the impacts of urban travel by cars, motorcycles, trucks and buses on the number of early deaths from exposure to soot emitted directly from vehicle tailpipes. "Future growth in vehicle activity could produce a four-fold increase in associated early deaths by 2050, even with a global shift to mass transit," said ICCT's Joshua Miller, a contributor to the study. "We could avoid about 1.4 million early deaths annually if national leaders committed to a global policy roadmap that requires the strongest vehicle pollution controls and ultralow-sulfur fuels." Cleaner buses alone would account for 20 percent of these benefits.

Fuel Economy Standards Save Fuel and Cut CO2 Emissions

While this study has not focused on further actions to boost motor vehicle fuel economy, it takes into account existing policies that, in the International Energy Agency's Baseline scenario, improve average new car fuel economy by 32 percent in countries that belong to the Organisation for Economic Co-operation and Development (OECD), a group of 34 of the world's most developed, democratic, market economies, and 23 percent in non-OECD countries.

The High Shift scenario increases this to 36 percent and 27 percent respectively, due to improved in-use driving conditions and a slight shift to smaller vehicles. However, the Global Fuel Economy Initiative (GFEI) calls for much more: a 50 percent reduction in fuel use per kilometer for light-duty vehicles worldwide by 2030. Achieving the GFEI 2030 goal could reduce 700 megatons of CO2 annually beyond the 1,700 reduction possible from a High Shift scenario. Taken together, achieving this fuel economy goal with better public transport, walking and cycling could cut annual urban passenger transport CO2 emissions in 2050 by 55 percent from what they might otherwise be in 2050 and 10 percent below 2010 levels.

Cutting Emissions with Sustainable Transportation Across the World's Cities

Transportation in urban areas accounted for about 2,300 megatons of CO2 in 2010, almost one quarter of carbon emissions from all parts of the transportation sector. Rapid urbanization -- especially in fast developing countries like China and India -- will cause these emissions to double by 2050 in the baseline scenario.

Among the countries examined in the study, three stand out:

  • United States: Currently the world leader in urban passenger transportation CO2 emissions, with nearly 670 megatons annually, the US is projected to lower these emissions to 560 megatons by 2050 because of slower population growth, higher fuel efficiencies, and a decline in driving per person that has already started as people move back to cities. But this pace can be sharply accelerated with more sustainable transportation options, dropping to about 280 megatons, under the High Shift scenario.
  • China: CO2 emissions from transportation are expected to mushroom from 190 megatons annually to more than 1,100 megatons, due in large part to the explosive growth of China's urban areas, the growing wealth of Chinese consumers, and their dependence on automobiles. But this increase can be slashed to 650 megatons under the High Shift scenario, in which cities develop extensive BRT and metro systems. The latest data show China is already sharply increasing investments in public transport.
  • India: CO2 emissions are projected to leap from about 70 megatons today to 540 megatons by 2050, also because of growing wealth and urban populations. But this increase can be moderated to only 350 megatons, under the High Shift scenario, by addressing crucial deficiencies in India's public transport.

Snap 2014-09-12 at 18.10.27

Math model designed to replace invasive kidney biopsy for lupus patients

 


Mathematics might be able to reduce the need for invasive biopsies in patients suffering kidney damage related to the autoimmune disease lupus.

In a new study, researchers developed a math model that can predict the progression from nephritis – kidney inflammation – to interstitial fibrosis, scarring in the kidney that current treatments cannot reverse. A kidney biopsy is the only existing way to reach a definitive diagnosis of the damage and its extent.

The model could also be used to monitor the effectiveness of experimental treatments for inflammation and fibrosis.

This fibrosis can follow development of lupus nephritis, which occurs in about 60 percent of lupus patients, according to the National Institutes of Health. Inflammation is linked to the most common type of lupus, called systemic lupus erythematosus. The cause of lupus is unknown and it cannot be cured.

The research is published this week in the online early edition of Proceedings of the National Academy of Sciences.

The math model comprises a series of equations that account for the complex inflammatory process leading from nephritis to fibrosis in damaged kidneys. As designed, the model can detect the extent of kidney damage and predict how inflammatory processes will react to different therapies.

“The most important use of this model will be improving the design of clinical trials for new medications to treat the kidneys before they develop fibrosis,” said lead author Avner Friedman, a Distinguished University Professor in The Ohio State University’s Department of Mathematics. “Establishing a dose of an experimental therapy is the most difficult part of testing new drugs. The model could give a starting point for an effective dose.”

Better management of kidney damage in lupus is an urgent medical need because patients with moderate or severe fibrosis are more likely to develop chronic or end-stage kidney disease, said Brad Rovin, professor and director of the division of nephrology at Ohio State’s Wexner Medical Center and a co-author of the paper.

“If a kidney is already damaged, we can’t expect to go back in frequently to extract more tissue for multiple biopsies,” Rovin said.

Modeling by mathematicians with expertise in biomedical processes has become increasingly important in the health sciences. The modeling reduces the need for guesswork and time-consuming animal testing traditionally required as researchers pursue prevention, diagnosis and treatment of complex diseases. And in this case, math modeling would replace an invasive diagnostic test.

Lupus is an autoimmune disorder, meaning the immune system attacks healthy cells and tissue in the body. Lupus commonly affects the kidneys, where immune cells accumulate in the organ’s filtering units. This triggers an out-of-control inflammatory process that eventually leads to scarring and degradation of structures called tubules, which collect filtered fluid and are involved in the production of urine.

Further validation and refinement of the model is required, said Friedman, also founding director of the Mathematical Biosciences Institute (MBI) at Ohio State. But in this study, a comparison with human patient data showed that levels of inflammatory proteins in the urine of patients with mild, moderate or severe fibrosis matched levels predicted by the model.

The model also allows scientists to simulate the scarring injury and detect how the damage would respond to the therapies that target specific pathways to disease – either the inflammatory process or the scarring itself. By identifying vulnerabilities in the process from inflammation to scarring, the model could even point to the cells and proteins that would be the most promising treatment targets, Friedman said.

Snap 2014-09-12 at 18.10.27


Story Source:

The above story is based on materials provided by Ohio State University. The original article was written by Emily Caldwell. Note: Materials may be edited for content and length.


Journal Reference:

  1. W. Hao, B. H. Rovin, A. Friedman. Mathematical model of renal interstitial fibrosis. Proceedings of the National Academy of Sciences, 2014; DOI: 10.1073/pnas.1413970111

Engineers develop algorithms to switch out and recharge battery modules in electric cars

 

Rather than swapping out the whole battery, which is cumbersome and requires large, heavy equipment, engineers plan to swap out and recharge smaller units within the battery, known as modules. They named the project Modular Battery Exchange and Active Management, or M-BEAM for short.

Engineers have already purchased and converted a car, a 2002 four-door Volkswagen Golf. They also built all the modules for one of the two battery packs they plan to use and are now looking for sponsors for their project, including companies or individuals that appreciate the benefits of having small exchangeable battery modules in an electric vehicle.

"This is a game-changing technology," said Lou Shrinkle, an electrical engineer who is one of the major sponsors of the project. "This idea may seem straightforward, but there were some tough technical challenges that we had to solve to make this system robust and practical."

Swapping battery modules could also have far-reaching implications for mobile and decentralized electrical energy storage systems such as solar backup and portable generators. The technology can make energy storage more configurable, promote safety, simplify maintenance and eventually eliminate the use of fossil fuels for these applications, Shrinkle pointed out.

Engineers not only believe that their approach is viable, but also plan to prove it. They will embark on a cross-country trip with a car powered by the removable, rechargeable M-BEAM battery modules. They plan to drive from coast to coast only taking breaks that are a few minutes long to swap out the modules that will be recharged in a chase vehicle. They believe they can drive from San Diego to the coast of South Carolina less than 60 hours -- without going over the speed limit.

"This requires a completely different way of thinking on battery management," said Raymond de Callafon, a mechanical engineering professor at the Jacobs School of Engineering at UC San Diego. "Electric storage capacity is increased when modules are connected in parallel, but this requires a careful control of stray currents between modules."

Algorithms for charge estimation and current control

A team led by de Callafon is designing the algorithms for charge estimation and current control, implemented in an embedded system that is part of the battery management system for each module. The algorithms will be able to handle battery modules with different charge levels, chemistry, age and condition and keep the modules working together uniformly. The team has published their findings in a recent paper titled "Current Scheduling for Parallel Buck Regulated Battery Modules" in the IFAC World Congress held in Cape Town, South Africa in August, 2014.

Xin Zhao, the graduate student that is part of the team, explains in the paper that rechargeable, removable battery modules in electric cars would solve numerous problems. Being able to simply swap and combine battery modules would eliminate range anxiety and extend the range that cars are able to travel indefinitely -- the average range of most affordable electric vehicles is about 70 to 100 miles per charge. Batteries themselves take 4 to 12 hours to charge with conventional power sources. Newer, fast-charge technology still takes about 30 minutes and involves running very high power through batteries, shortening their lifetime and reducing safety.

What would change

The team says there are many advantages in their approach of recharging and swapping out smaller modules within a large battery. The approach allows for a separation between the purchase of an electric vehicle and its battery pack. The price of electric vehicles would drop by about $10,000 if removable battery modules are leased rather than built into an electric vehicle.

Also, as of today, more than 40 percent of people living in cities don't have access to wall outlets to charge their electrical vehicles at the curb or in a garage. Exchangeable modules could be taken out of the car and recharged at home. Exchangeable modules would also allow an expanded mix of chemistries and energy densities lowering costs and improving range. Removable batteries could even be brought into the home to be charged and be part of an electricity back-up system.

Challenges and future work

But there are challenges. At 20 to 30 lbs. each, the modules are not exactly light-weight. Researchers believe that as battery technology matures, module size will shrink to about the size of a tissue box, weighing less than 10 lbs. The ability to swap battery modules from an electric vehicle allows easy adaptation of such new battery technology.

A battery system based on exchangeable modules would also need an infrastructure that allows users to lease or purchase the rechargeable modules. Businesses that either charge the modules or rent out pre-charged modules would also need to be available throughout the country. But engineers point out that electric vehicle charging stations, especially fast-charge stations, are not widely available either. Exchange stations could easily be gradually deployed. Imagine simply exchanging your modules at the local gas station that charges them for you, much like you can fill up propane tanks today.

Electric shock can also be a risk during removal and replacement of high voltage modules. The battery management system developed by the research team ensures that the output voltage of the battery is equal to zero unless the battery is in the vehicle and enabled by a key switch. Modules are configured to exhibit only safe low voltages even when fully compromised during and after a crash and have built-in solid-state switches to handle a short circuit condition.

Professor de Callafon is excited about the design and testing of the battery modules using a cross-country trip with an electric vehicle. "The cross-country trip will generate a wealth of scientific data on the performance of the battery modules we have designed." The team hopes that the cross-country trip will change the way we think about mobile energy storage for electric transportation.

Snap 2014-09-12 at 18.10.27

Nature's designs inspire research into new light-based technologies

 


Understanding how particle scatter (above) and minerals (top) affect water color in pools at Yellowstone National Park may provide important information for the development of alternative fuels. Phenomena of light in nature such as this were the topic of a conference at SPIE Optics + Photonics, with results published in the SPIE Digital Library.

"Nature has developed, very cleverly, some lessons on how to create the features that we desire in optical design," said Joseph Shaw, director of the Optical Technology Center at Montana State University. "As we explore surfaces and structures at the nanoscale, we'll discover them."

Some of those lessons were presented in San Diego in August during a conference called "The Nature of Light: Light in Nature" chaired by Shaw and Rongguang Liang of the University of Arizona College of Optical Sciences. The conference was part of SPIE Optics + Photonics, sponsored by SPIE, the international society for optics and photonics.

The conference is particularly relevant as the optics and photonics community prepares for the United Nations International Year of Light 2015, Shaw said. "Such lessons from nature not only remind us of how light-based technologies touch all of our lives and help solve challenges in energy, healthcare, communications, and other areas, but they also remind us to pause and appreciate the visual beauty found throughout nature."

Shaw, whose research as a professor in electrical and computer engineering involves developing optical sensors for applications ranging from imaging of clouds to laser-detection of fish, said that observing how nature solves problems is particularly helpful for optical designers and engineers working with very small structures.

Insect wings that absorb all of the visible light spectrum and iridescent shells, for example, each possess optical surfaces that might find design applications one day, perhaps as camouflage.

Some wings have antireflective cone-like structures of a few nanometers that absorb virtually the entire visible spectrum, a team from the University of Namur (Louis Dellieu, et al.) reported. In the grey cicada, absorption is a product of the distinctive shape of tiny surface cones.

Iridescence of the lining of mollusk shells was explored by a team from Colgate University (R. A. Metzler, et al.), who reported on the polarization effects of the lining, known as nacre, or mother of pearl. It consists of up to 30,000 layers of tiny calcium carbonate "bricks" -- just 0.5 microns, or a 200th of the diameter of a human hair -- held together by a "mortar" of organic chitin. Reflected light from the lining produces the shells familiar array of colors.

"We have the tools for nanoengineering and nanoexploration," Shaw said. "We can do reverse engineering of the structures."

Color of vivid blue pools, some as hot as 250 degrees Fahrenheit, at Yellowstone National Park in Wyoming and Montana has only little to do with reflection of sky light, a paper by Shaw and others reported. The blue comes from the scatter of particles in the water. The deeper the water, the more dominant the scatter and the richer the blue. Red, orange, and yellow colors of other pools are driven by varieties of microbes on the rock surfaces under the water and related to the temperature of water in each pool.

Applications of these findings could include using a color imager to infer information about such pools and their resident microbe communities and what causes their presence. This could connect with NASA-funded research, because of the similarity of Yellowstone microbes with possible early forms of life on Earth and other planets. Ongoing Yellowstone research is even exploring how these microbes might inspire development of alternative fuels.

Optical labs looking for higher-efficiency solar cells or light-emitting diodes (LEDs) might one day use genetic algorithms to streamline their work. A team from Namur University of Namur (Alexandre Mayer, et al.), noting that thinking through a design question could mean millions or billions of options to check, demonstrated that a genetic algorithm can quickly make many small changes. A lab might need to explore only a few hundred options instead of millions. The genetic algorithm would work the way natural evolution does: scanning all the possibilities and quickly narrowing down the search.

Snap 2014-09-12 at 18.10.27


Story Source:

The above story is based on materials provided by SPIE. Note: Materials may be edited for content and length.

Reduce traffic congestion: Wirelessly route drivers around congested roadways

 

September 17, 2014

Massachusetts Institute of Technology

At the Intelligent Transportation Systems World Congress last week, MIT researchers received one of the best-paper awards for a new system, dubbed RoadRunner, that uses GPS-style turn-by-turn directions to route drivers around congested roadways. In simulations using data supplied by Singapore's Land Transit Authority, the researchers compared their system to one currently in use in Singapore, which charges drivers with dashboard-mounted transponders a toll for entering congested areas.


At the Intelligent Transportation Systems World Congress last week, MIT researchers received one of the best-paper awards for a new system, dubbed RoadRunner, that uses GPS-style turn-by-turn directions to route drivers around congested roadways.

In simulations using data supplied by Singapore's Land Transit Authority, the researchers compared their system to one currently in use in Singapore, which charges drivers with dashboard-mounted transponders a toll for entering congested areas.

The Singapore system gauges drivers' locations with radio transmitters mounted on dozens of gantries scattered around the city, like the gantries used in many U.S. wireless toll systems. RoadRunner, by contrast, uses only handheld devices clipped to cars' dashboards. Nonetheless, in the simulations, it yielded an 8 percent increase in average car speed during periods of peak congestion.

Moreover, for purposes of comparison, the MIT researchers restricted themselves to road-access patterns dictated by Singapore's existing toll system. Modifying those patterns -- encouraging or discouraging the use of different stretches of road -- could, in principle, lead to even greater efficiency gains.

"With our system, you can draw a polygon on the map and say, 'I want this entire region to be controlled,'" says Jason Gao, a graduate student in electrical engineering and computer science who developed the new system together with his advisor, Professor of Electrical Engineering and Computer Science Li-Shiuan Peh. "You could do one thing for a month and test it out and then change it without having to dig up roads or rebuild gantries."

Gao and Peh also tested their system on 10 cars in Cambridge, Mass. Of course, 10 cars is not enough to dramatically affect local traffic patterns. But it was enough to evaluate the efficiency of the communications system and of the vehicle-routing algorithm. It also provided reliable data about the system's performance for use in simulations.

Max capacity

Urban toll systems like the one in Singapore designate certain regions -- with gantries at every entry point -- as prone to congestion. Drivers are charged a fee for entering any such region, so they have an incentive to avoid it. The fee fluctuates over the course of the day, according to historical traffic data.

RoadRunner, by contrast, assigns each such region a maximum number of cars. Any car entering the region must acquire a virtual authorization that Gao and Peh call a "token." If no tokens are free, RoadRunner routes the car around the region using turn-by-turn voice prompts.

The version of RoadRunner used in the Cambridge tests was largely decentralized: A car leaving a region would wirelessly announce that its token was available, and a car seeking to enter the region would request it. The system used a wireless standard called 802.11p, a variation on Wi-Fi that uses a narrower slice of the electromagnetic spectrum but is licensed for higher-power transmissions, so that it has a much larger broadcast range.

It could be that the time savings promised by RoadRunner would be enough to induce commuters to use it. But it would also be possible to modify the system so that any car entering a congestion-prone region without a token would be assessed a small fine.

Reporting a car for tokenless entry would require uploading data to a central server, but it wouldn't require specifying the car's location at a resolution finer than that of the region. So Gao believes that, even though RoadRunner relies on GPS data, it wouldn't compromise drivers' privacy any more than existing urban toll systems do. In fact, he argues, it would compromise privacy less, since cars that followed the system's routing instructions would never have their locations reported.

An app for that

In their experiments, Gao and Peh used cellphones to control commercial 802.11p radios, which are about the size of a typical electronic-toll dashboard transponder. But in the future, it may be possible to embed the radios directly into cellphones.

At the International Symposium on Low Power Electronics and Design in August, Gao, Peh, and lead author Pilsoon Choi, a postdoc in Peh's group, together with researchers at Nanyang Technological University in Singapore, presented a paper demonstrating that an 802.11p radio built from gallium nitride and controlled by silicon electronics would consume half the power that existing radios do.

Moreover, the Singapore-MIT Alliance for Research and Technology (SMART) has developed a technique for integrating gallium nitride into existing silicon-chip manufacturing processes and is currently building a chip-fabrication facility to implement it.

"In Singapore, the government already requires every single registered vehicle to have a dash-mounted transponder," Gao says. "That's already there, so you might as well take advantage of it. In other places, where you don't have that in place, it would be easier to deploy it if you said, 'You can download this app and just leave your cellphone on your dashboard.'"

"A distributed decision process is an alternative to centralized models that has to be explored and, as far as I know, has been rarely if not ever addressed," says Jean Bergounioux, secretary general of ATEC ITS France, a French industrial research consortium dedicated to novel transportation systems. "RoadRunner offers the possibility of decentralizing as many decisions as possible at the lower level, without excluding that global decisions be made at the upper level."

"It's worth getting into field trial as soon as possible to test and evaluate the feasibility of its industrial development and deployment," Bergounioux adds.


Story Source:

The above story is based on materials provided by Massachusetts Institute of Technology. Note: Materials may be edited for content and length.

quarta-feira, 17 de setembro de 2014

Treating insomnia in elderly reduces inflammation, lowers risk for chronic diseases

 


Lack of sleep can make you sick. And while everybody has the occasional restless night, for those who suffer from chronic insomnia -- some 15 percent of older adults in the United States -- that sleep loss can increase the risk for cardiovascular disease, hypertension, weight gain, type 2 diabetes, and even lead to an earlier death.

The reason for the increased risk of health problems is thought to be an association between insomnia and an increase in inflammation throughout the body that becomes chronic. Though inflammation can be a good thing -- part of a robust immune response that heals injury and fights infection, chronic inflammation can damage and kill healthy cells, leading to disease.

What hasn't been known is whether treating insomnia could reduce inflammation, thereby lowering the risk for chronic disease in older adults. Nor has it been known what the most effective therapy is to treat insomnia.

Now UCLA researchers have answered both these questions. In a new study, they demonstrate that reducing insomnia can indeed lead to decreases in inflammation, and second, that a form of psychotherapy called cognitive behavioral therapy proved superior to other forms of treatment.

The study appears in the September issue of the journal Sleep.

The results were obtained from a randomized clinical trial of 123 adults older than 55, and showed that treating insomnia led to decreases in a known marker of inflammation called C-reactive protein (CRP). The protein is found in blood plasma, and its levels rise in response to an acute inflammatory stimulus. The CRP levels were measured at the beginning of the study, again after treatment, and again in a follow-up 16 months later.

"What we found particularly intriguing was that the levels of the CRP inflammatory marker remained low even 16 months after treating the insomnia," said Michael Irwin, first author, and a professor of psychiatry and director of the Cousins Center for Psychoneuroimmunology at the UCLA Semel Institute for Neuroscience and Human Behavior.

The researchers also compared three treatments for insomnia:

• Cognitive behavioral treatment (CBT), a form of therapy that helps people learn how to identify and change destructive or disturbing thought patterns that have a negative influence on behavior;

• Tai chi chih (TCC), the westernized version of the Chinese martial art characterized by slow movement and meditation;

• And sleep seminar education, which provided educational information related to the physical, medical, and psychosocial factors of aging and their contribution to sleep problems.

• They found that, "by far" noted Irwin, cognitive behavioral therapy performed better than tai chi chih and sleep seminar education in reducing insomnia, and also showed greater and more sustained improvements in sleep quality, the ability to maintain continuous sleep throughout the night, and study participants' reports of fatigue, and depressive symptoms.

"This is the first randomized, controlled trial that has evaluated the comparative efficacy of TCC versus CBT, a standardized behavioral intervention for insomnia," Irwin said. The research team found that those who got cognitive behavioral treatment showed a reduced rate of diagnostic insomnia that was nearly double either of the other two treatments.

The benefit of treating insomnia to reduce inflammation is comparable to the benefit reported with vigorous physical activity or weight loss, he noted. "To advance public health, these findings prominently emphasize the position of sleep among the three pillars of health -- diet, exercise and sleep.

"Finally, if insomnia is untreated and sleep disturbance persists, we found that CRP levels progressively increase," Irwin said. "Together, these findings indicate that it is even more critical to treat insomnia in this population who are already at elevated risk for aging-related inflammatory disease."

Snap 2014-09-12 at 18.10.27


Story Source:

The above story is based on materials provided by University of California, Los Angeles (UCLA), Health Sciences. The original article was written by Mark Wheeler. Note: Materials may be edited for content and length.


Journal Reference:

  1. Michael R. Irwin, Richard Olmstead, Carmen Carrillo, Nina Sadeghi, Elizabeth C. Breen, Tuff Witarama, Megumi Yokomizo, Helen Lavretsky, Judith E. Carroll, Sarosh J. Motivala, Richard Bootzin, Perry Nicassio. Cognitive Behavioral Therapy vs. Tai Chi for Late Life Insomnia and Inflammatory Risk: A Randomized Controlled Comparative Efficacy Trial. SLEEP, 2014; DOI: 10.5665/sleep.4008

More cheese, please! News study shows dairy is good for your metabolic health

 

September 16, 2014

Canadian Science Publishing (NRC Research Press)

Researchers studied the dairy-eating habits of healthy French-Canadians' and monitored how dairy consumption may have an effect on their overall metabolic health. It's well known that dairy products contain calcium and minerals good for bones, but new research has shown that dairy consumption may also have beneficial effects on metabolic health and can reduce risk of metabolic diseases such as obesity and type 2 diabetes.


New research has shown that dairy consumption may have beneficial effects on metabolic health.

Dairy is considered part of a healthy diet and dietary guidelines recommend the daily consumption of 2-4 portions of milk-based products such as milk, yogurt, cheese, cream and butter.

It's well known that dairy products contain calcium and minerals good for bones, but new research has shown that dairy consumption may also have beneficial effects on metabolic health and can reduce risk of metabolic diseases such as obesity and type 2 diabetes.

Curious about these impacts, researchers from CHU de Québec Research Center and Laval University studied the dairy-eating habits of healthy French-Canadians' and monitored how dairy consumption may have an effect on their overall metabolic health. They published their findings today in the journal Applied Physiology, Nutrition, and Metabolism.

The aim of this study was to determine associations between dairy intake and specific metabolic risk factors, including anthropometric status, plasma glucose, plasma lipid profile, inflammatory markers and blood pressure, in a healthy population.

A total of 254 participants from the greater Quebec City metropolitan area were recruited; 233 participants (105 men and 128 women) met all the eligibility criteria for the study ‒ meaning subjects had healthy metabolic profiles.

The study showed that the average individual consumed 2.5 ± 1.4 portions of dairy per day. However, nearly 45% of the population in this study did not meet Canada's Food Guide recommendations of at least 2 portions of dairy products a day. These findings are supported by recent Canadian surveys that highlighted an under consumption of dairy products by Canadians.

Data suggest that trans-palmitoleic acid found in plasma may be potentially used as a biomarker to evaluate dairy consumption. Trans-palmitoleic acid, is naturally present in milk, cheese, yogurt, butter, and meat fat but cannot be synthetized by the body. This fatty acid has been recently shown to have health-promoting effects. In this study, that trans-palmitoleic acid level was related to lower blood pressure in men and women, and to lower body weight in men.

Dairy intake is associated with lower blood glucose and blood pressure in the population studied, though no causal relationships can be made due to the cross-sectional design. This study adds to a growing body of literature demonstrating a lack of detrimental health effects with higher dairy intake.

Dr. Iwona Rudkowska, a research scientist at the Endocrinology and Nephrology Department, at the CHU de Québec Research Center and assistant professor at Laval University , says "additional well-designed intervention studies are needed to ascertain the effects of increased dairy consumption on metabolic health in healthy and in metabolically deteriorated populations."

Snap 2014-09-12 at 18.10.27


Story Source:

The above story is based on materials provided by Canadian Science Publishing (NRC Research Press). Note: Materials may be edited for content and length.


Journal Reference:

  1. Marine S. Da Silva, Pierre Julien, Patrick Couture, Simone Lemieux, Marie-Claude Vohl, Iwona Rudkowska. Associations between dairy intake and metabolic risk parameters in a healthy French-Canadian population. Applied Physiology, Nutrition, and Metabolism, 2014; 1 DOI: 10.1139/apnm-2014-0154

Pseudoephedrine #3: Outsmarting Methamphetamine Producers

 

Pseudoephedrine #3:  Outsmarting Methamphetamine Producers

Life Sciences, Chemistry, Scientific American, Engineering/Design, RTP

AWARD: $100,000 USD  |  DEADLINE: 11/20/14  |  ACTIVE SOLVERS: 115  |  POSTED: 8/20/14

The Seeker desires a method for formulating pseudoephedrine products in such a way that it will be extremely difficult for clandestine chemists to extract or use the pseudoephedrine in the production of the illegal drug methamphetamine.  The Seeker may be interested in pursuing further collaboration with Solvers whose solutions they find promising.  The Seeker may also allow Solvers additional time after the submission deadline to finalize experiments required for the full reduction-to-practice award.

This is a Reduction-to-Practice Challenge that requires a written proposal and experimental proof-of-concept data (and/or sample delivery).  The use of one or more surrogate compounds (e.g. substituted benzylic alcohols, structural mimics, etc.) to demonstrate proof-of-concept is required.  Solvers should NOT conduct reduction-to-practice experiments with illegal or federally controlled substances.

Source: InnoCentive      Challenge ID: 9933615

Challenge Overview

The Seeker desires a method for formulating pseudoephedrine products in such a way that it will be extremely difficult for clandestine chemists to extract or use the pseudoephedrine in the production of the illegal drug methamphetamine.  The Seeker may be interested in pursuing further collaboration with Solvers whose solutions they find promising.  The Seeker may also allow Solvers additional time after the submission deadline to finalize experiments required for the full reduction-to-practice award.

The submission to the Challenge should include the following:

  1. The detailed description of the proposed Solution addressing specific Solution Requirements presented in the Detailed Description of the Challenge.  This description should be accompanied by a well-articulated rationale supported by literature/patent precedents.
  2. Experimental proof-of-concept data obtained as outlined in the Detailed Description of the Challenge.   

The award is contingent upon theoretical evaluation and review of the experimental proof-of-concept of the submitted Solutions by the Seeker.

To receive an award, the Solvers will have to transfer to the Seeker their exclusive Intellectual Property (IP) rights to the solution.

What is InnoCentive?

InnoCentive is the global innovation marketplace where creative minds solve some of the world's most important problems for cash awards up to $1 million. Commercial, governmental and humanitarian organizations engage with InnoCentive to solve problems that can impact humankind in areas ranging from the environment to medical advancements.

What is an RTP Challenge?

An InnoCentive RTP (Reduction to Practice) Challenge is a prototype that proves an idea, and is similar to an InnoCentive Theoretical Challenge in its high level of detail. However, an RTP requires the Solver to submit a validated solution, either in the form of original data or a physical sample. Also the Seeker is allowed to test the proposed solution.

Snap 2014-09-17 at 17.21.49

https://www.innocentive.com/ar/challenge/9933615?cc=SciAm9933615&utm_source=SciAm&utm_medium=pavilion&utm_campaign=challenges

How Diversity Makes Us Smarter

 

Being around people who are different from us makes us more creative, more diligent and harder-working

Sep 16, 2014 By Katherine W. Phillips

Edel Rodriguez

In Brief

The first thing to acknowledge about diversity is that it can be difficult. In the U.S., where the dialogue of inclusion is relatively advanced, even the mention of the word “diversity” can lead to anxiety and conflict. Supreme Court justices disagree on the virtues of diversity and the means for achieving it. Corporations spend billions of dollars to attract and manage diversity both internally and externally, yet they still face discrimination lawsuits, and the leadership ranks of the business world remain predominantly white and male.

It is reasonable to ask what good diversity does us. Diversity of expertise confers benefits that are obvious—you would not think of building a new car without engineers, designers and quality-control experts—but what about social diversity? What good comes from diversity of race, ethnicity, gender and sexual orientation? Research has shown that social diversity in a group can cause discomfort, rougher interactions, a lack of trust, greater perceived interpersonal conflict, lower communication, less cohesion, more concern about disrespect, and other problems. So what is the upside?

The wishful thinking: it is the conclusion I draw from decades of research from organizational scientists, psychologists fact is that if you want to build teams or organizations capable of innovating, you need diversity. Diversity enhances creativity. It encourages the search for novel information and perspectives, leading to better decision making and problem solving. Diversity can improve the bottom line of companies and lead to unfettered discoveries and breakthrough innovations. Even simply being exposed to diversity can change the way you think. This is not just , sociologists, economists and demographers.

Information and Innovation
The key to understanding the positive influence of diversity is the concept of informational diversity. When people are brought together to solve problems in groups, they bring different information, opinions and perspectives. This makes obvious sense when we talk about diversity of disciplinary backgrounds—think again of the interdisciplinary team building a car. The same logic applies to social diversity. People who are different from one another in race, gender and other dimensions bring unique information and experiences to bear on the task at hand. A male and a female engineer might have perspectives as different from one another as an engineer and a physicist—and that is a good thing.

Research on large, innovative organizations has shown repeatedly that this is the case. For example, business professors Cristian Deszö of the University of Maryland and David Ross of Columbia University studied the effect of gender diversity on the top firms in Standard & Poor's Composite 1500 list, a group designed to reflect the overall U.S. equity market. First, they examined the size and gender composition of firms' top management teams from 1992 through 2006. Then they looked at the financial performance of the firms. In their words, they found that, on average, “female representation in top management leads to an increase of $42 million in firm value.” They also measured the firms' “innovation intensity” through the ratio of research and development expenses to assets. They found that companies that prioritized innovation saw greater financial gains when women were part of the top leadership ranks.

Racial diversity can deliver the same kinds of benefits. In a study conducted in 2003, Orlando Richard, a professor of management at the University of Texas at Dallas, and his colleagues surveyed executives at 177 national banks in the U.S., then put together a database comparing financial performance, racial diversity and the emphasis the bank presidents put on innovation. For innovation-focused banks, increases in racial diversity were clearly related to enhanced financial performance.

Evidence for the benefits of diversity can be found well beyond the U.S. In August 2012 a team of researchers at the Credit Suisse Research Institute issued a report in which they examined 2,360 companies globally from 2005 to 2011, looking for a relationship between gender diversity on corporate management boards and financial performance. Sure enough, the researchers found that companies with one or more women on the board delivered higher average returns on equity, lower gearing (that is, net debt to equity) and better average growth.

How Diversity Provokes Thought
Large data-set studies have an obvious limitation: they only show that diversity is correlated with better performance, not that it causes better performance. Research on racial diversity in small groups, however, makes it possible to draw some causal conclusions. Again, the findings are clear: for groups that value innovation and new ideas, diversity helps.

In 2006 Margaret Neale of Stanford University, Gregory Northcraft of the University of Illinois at Urbana-Champaign and I set out to examine the impact of racial diversity on small decision-making groups in an experiment where sharing information was a requirement for success. Our subjects were undergraduate students taking business courses at the University of Illinois. We put together three-person groups—some consisting of all white members, others with two whites and one nonwhite member—and had them perform a murder mystery exercise. We made sure that all group members shared a common set of information, but we also gave each member important clues that only he or she knew. To find out who committed the murder, the group members would have to share all the information they collectively possessed during discussion. The groups with racial diversity significantly outperformed the groups with no racial diversity. Being with similar others leads us to think we all hold the same information and share the same perspective. This perspective, which stopped the all-white groups from effectively processing the information, is what hinders creativity and innovation.

Other researchers have found similar results. In 2004 Anthony Lising Antonio, a professor at the Stanford Graduate School of Education, collaborated with five colleagues from the University of California, Los Angeles, and other institutions to examine the influence of racial and opinion composition in small group discussions. More than 350 students from three universities participated in the study. Group members were asked to discuss a prevailing social issue (either child labor practices or the death penalty) for 15 minutes. The researchers wrote dissenting opinions and had both black and white members deliver them to their groups. When a black person presented a dissenting perspective to a group of whites, the perspective was perceived as more novel and led to broader thinking and consideration of alternatives than when a white person introduced that same dissenting perspective. The lesson: when we hear dissent from someone who is different from us, it provokes more thought than when it comes from someone who looks like us.

This effect is not limited to race. For example, last year professors of management Denise Lewin Loyd of the University of Illinois, Cynthia Wang of Oklahoma State University, Robert B. Lount, Jr., of Ohio State University and I asked 186 people whether they identified as a Democrat or a Republican, then had them read a murder mystery and decide who they thought committed the crime. Next, we asked the subjects to prepare for a meeting with another group member by writing an essay communicating their perspective. More important, in all cases, we told the participants that their partner disagreed with their opinion but that they would need to come to an agreement with the other person. Everyone was told to prepare to convince their meeting partner to come around to their side; half of the subjects, however, were told to prepare to make their case to a member of the opposing political party, and half were told to make their case to a member of their own party.

The result: Democrats who were told that a fellow Democrat disagreed with them prepared less well for the discussion than Democrats who were told that a Republican disagreed with them. Republicans showed the same pattern. When disagreement comes from a socially different person, we are prompted to work harder. Diversity jolts us into cognitive action in ways that homogeneity simply does not.

For this reason, diversity appears to lead to higher-quality scientific research. This year Richard Freeman, an economics professor at Harvard University and director of the Science and Engineering Workforce Project at the National Bureau of Economic Research, along with Wei Huang, a Harvard economics Ph.D. candidate, examined the ethnic identity of the authors of 1.5 million scientific papers written between 1985 and 2008 using Thomson Reuters's Web of Science, a comprehensive database of published research. They found that papers written by diverse groups receive more citations and have higher impact factors than papers written by people from the same ethnic group. Moreover, they found that stronger papers were associated with a greater number of author addresses; geographical diversity, and a larger number of references, is a reflection of more intellectual diversity.

The Power of Anticipation
Diversity is not only about bringing different perspectives to the table. Simply adding social diversity to a group makes people believe that differences of perspective might exist among them and that belief makes people change their behavior.

Members of a homogeneous group rest somewhat assured that they will agree with one another; that they will understand one another's perspectives and beliefs; that they will be able to easily come to a consensus. But when members of a group notice that they are socially different from one another, they change their expectations. They anticipate differences of opinion and perspective. They assume they will need to work harder to come to a consensus. This logic helps to explain both the upside and the downside of social diversity: people work harder in diverse environments both cognitively and socially. They might not like it, but the hard work can lead to better outcomes.

In a 2006 study of jury decision making, social psychologist Samuel Sommers of Tufts University found that racially diverse groups exchanged a wider range of information during deliberation about a sexual assault case than all-white groups did. In collaboration with judges and jury administrators in a Michigan courtroom, Sommers conducted mock jury trials with a group of real selected jurors. Although the participants knew the mock jury was a court-sponsored experiment, they did not know that the true purpose of the research was to study the impact of racial diversity on jury decision making.

Sommers composed the six-person juries with either all white jurors or four white and two black jurors. As you might expect, the diverse juries were better at considering case facts, made fewer errors recalling relevant information and displayed a greater openness to discussing the role of race in the case. These improvements did not necessarily happen because the black jurors brought new information to the group—they happened because white jurors changed their behavior in the presence of the black jurors. In the presence of diversity, they were more diligent and open-minded.

Group Exercise
Consider the following scenario: You are writing up a section of a paper for presentation at an upcoming conference. You are anticipating some disagreement and potential difficulty communicating because your collaborator is American and you are Chinese. Because of one social distinction, you may focus on other differences between yourself and that person, such as her or his culture, upbringing and experiences—differences that you would not expect from another Chinese collaborator. How do you prepare for the meeting? In all likelihood, you will work harder on explaining your rationale and anticipating alternatives than you would have otherwise.

This is how diversity works: by promoting hard work and creativity; by encouraging the consideration of alternatives even before any interpersonal interaction takes place. The pain associated with diversity can be thought of as the pain of exercise. You have to push yourself to grow your muscles. The pain, as the old saw goes, produces the gain. In just the same way, we need diversity—in teams, organizations and society as a whole—if we are to change, grow and innovate.

Snap 2014-09-13 at 12.29.02