Variants of Secondary Control with Power Recovery for Loading Hydraulic Driving Device

Current high power load simulators are generally incapable of obtaining both high loading performance and high energy efficiency. Simulators with high energy efficiency are used to simulate static-state load, and those with high dynamic performance typically have low energy efficiency. In this paper, the variants of secondary control（VSC） with power recovery are developed to solve this problem for loading hydraulic driving devices that operate under variable pressure, unlike classical secondary control（CSC） that operates in constant pressure network. Hydrostatic secondary control units are used as the loading components, by which the absorbed mechanical power from the tested device is converted into hydraulic power and then fed back into the tested system through 4 types of feedback passages（FPs）. The loading subsystem can operate in constant pressure network, controlled variable pressure network, or the same variable pressure network as that of the tested device by using different FPs. The 4 types of systems are defined, and their key techniques are analyzed, including work principle, simulating the work state of original tested device, static operation points, loading performance, energy efficiency, and control strategy, etc. The important technical merits of the 4 schemes are compared, and 3 of the schemes are selected, designed, simulated using AMESim and evaluated. The researching results show that the investigated systems can simulate the given loads effectively, realize the work conditions of the tested device, and furthermore attain a high power recovery efficiency that ranges from 0.54 to 0.85, even though the 3 schemes have different loading performances and energy efficiencies. This paper proposes several loading schemes that can achieve both high dynamic performance and high power recovery efficiency.

Low driving voltage in an organic light-emitting diode using MoO_3/NPB multiple quantum well structure in a hole transport layer

The driving voltage of an organic light-emitting diode（OLED） is lowered by employing molybdenum trioxide（MoO3）/N,N＇-bis（naphthalene-1-yl）-N,N＇-bis（phe-nyl）-benzidine（NPB） multiple quantum well（MQW） structure in the hole transport layer.For the device with double quantum well（DQW） structure of ITO/[MoO3（2.5 nm）/NPB（20 nm）]2/Alq3（50 nm）/LiF（0.8 nm）/Al（120 nm）],the turn-on voltage is reduced to 2.8 V,which is lowered by 0.4 V compared with that of the control device（without MQW structures）,and the driving voltage is 5.6 V,which is reduced by 1 V compared with that of the control device at the 1000 cd/m2.In this work,the enhancement of the injection and transport ability for holes could reduce the driving voltage for the device with MQW structure,which is attributed not only to the reduced energy barrier between ITO and NPB,but also to the forming charge transfer complex between MoO3 and NPB induced by the interfacial doping effect of MoO3.

Evaluation of navigation performances of GPS devices near interchange area pertaining to wrong-way driving

Based on past studies, exit ramp terminals are the common locations for drivers to enter a physically separated highway in the wrong direction. Currently, many drivers, especially nonlocal drivers, often rely on voice-guided navigation apps and Global Positioning System （GPS） devices to navigate their routes on and off freeways. A few studies have reported that GPS devices sometimes give drivers wrong information and cause wrong-way entry into a freeway, especially at some confusing interchanges, such as partial cloverleaf and compressed diamond interchanges. The access points located close to exit ramps may also cause a problem for GPS devices in sending accurate voice-guidance. It is unknown if current GPS devices are capable of properly informing drivers regarding turning movements in advance of exit ramp terminals at some common interchanges. The objective of this study is to evaluate the most commonly used GPS devices/navigation apps to identify existing problems and their potential for reducing wrong-way driving （WWD） incidents at interchange terminals. Field experiments were conducted at 10 common freeway interchanges or interchanges with nearby access driveways in the state of Alabama. Results show that most GPS devices have difficulty in providing correct guidance when the spacing between an access point and an exit ramp is less than 300 feet. Our comparison of five different GPS devices used on the same routes reveals that navigation apps have more limitations in guiding drivers than stand-alone GPS devices. Recommendations are offered to help GPS mapping companies improve their devices or add new features to reduce the occurrence of WWD.