Enteroviruses are associated with various diseases accompanied by rare but severe complications. In recent years, outbreaks of enterovirus D68 and enterovirus A71 associated with severe respiratory infections and neurological complications have been reported worldwide. Since information on molecular epidemiology in respiratory samples is still limited, the genetic diversity of enteroviruses was retrospectively analysed over a 4-year period (2013–2016) in respiratory samples from paediatric patients. Partial viral major capsid protein gene (VP1) sequences were determined for genotyping. Enteroviruses were detected in 255 (6.1%) of 4187 specimens. Phylogenetic analyses of 233 (91.4%) strains revealed 25 different genotypes distributed to Enterovirus A (39.1%), Enterovirus B (34.3%), and Enterovirus D (26.6%). The most frequently detected genotypes were enterovirus D68 (26.6%), coxsackievirus A6 (15.9%), and enterovirus A71 (7.3%). Enterovirus D68 detections were associated with lower respiratory tract infections and increased oxygen demand. Meningitis/encephalitis and other neurological symptoms were related to enterovirus A71, while coxsackievirus A6 was associated with upper respiratory diseases. Prematurity turned out as a potential risk factor for increased oxygen demand during enterovirus infections. The detailed analysis of epidemiological and clinical data contributes to the non-polio enterovirus surveillance in Europe and showed high and rapidly changing genetic diversity of circulating enteroviruses, including different enterovirus D68 variants.

Defining key parameters for a charge sustaining supervisory (torque split) control strategy as well as an engine and catalyst warm-up strategy for a Split Parallel Architecture Extended-Range Electric Vehicle (SPA E-REV) is accomplished through empirically and experimentally measuring vehicle tailpipe emissions and energy consumption for two distinct control strategies. The results of the experimental testing and analysis define how the vehicle reduces fuel consumption, petroleum energy use and greenhouse gas emissions while maintaining low tailpipe emissions. For a SPA E-REV operating in charge sustaining mode with the engine providing net propulsive energy, simply operating the engine in regions of highest efficiency does not equate to the most efficient operation of the vehicle as a system and can have adverse effects on tailpipe emissions. Engine and catalyst warm-up during the transition from all-electric charge depleting to engine-dominant charge sustaining modes is experimentally analyzed to evaluate tailpipe emissions. The results presented are meant to define key parameters for a high-level torque-split strategy and to provide an understanding of the tradeoffs between low energy consumption and low tailpipe emissions. The literature review gives a background of hybrid and plug-in hybrid vehicle control publications including tailpipe emissions studies, but does not include experimental results and comparisons of supervisory strategies designed for low fuel consumption and low tailpipe emissions the SPA E-REV architecture. This paper details the high-level control strategy chosen for balancing low energy consumption and low tailpipe emissions while the engine is operating. Vehicle testing data from a chassis dynamometer is presented in support of the research. / Master of Science

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The emergence of wide-bandgap-based (WBG) devices, such as silicon carbide (SiC) and gallium nitride (GaN), have unveiled unprecedented opportunities, enabling the realization of superior power conversion systems. Among the potential areas of advancement are medium-voltage (MV) and high-voltage (HV) applications, due to the growing demand for high-power-density and high-efficiency power electronics converters. These advancements have propelled a wide adoption of electric vehicles (EV), which in the future will require great improvements in the charging time of these vehicles. Thereby, this thesis attempts to address such a challenge and bring about technological improvements, enabling faster, more efficient, and more effective ways of charging an electric vehicle through the application of MV 3.3 kV SiC MOSFETs. The current fast-charging solution involves heavy and bulky MV-LV transformers, which add installation complexity for EV charging stations. However, this thesis presents an alternative power-delivery solution utilizing an MV dual-active-bridge (DAB) converter. The proposed architecture is designed to directly interface with the MV grid for high-power, fast-charging capabilities while eliminating the need for an installation of the MV-LV transformer. The MV DAB converter utilizes 3.3 kV SiC MOSFETs to realize the next 800 V EV charging system, along with an extended zero-voltage-switching (ZVS) scheme, in order to provide an efficient charging strategy across a wide range of battery voltage levels. Lastly, a detailed design comparison analysis of an MV Flyback converter, targeted for the auxiliary power supply for the proposed MV EV charging architecture, is presented. / The field of power electronics, which controls and manages the conversion of electrical energy, is an important topic of discussion, as new technologies like electric vehicles (EV) are quickly emerging and disrupting the current status-quo of vehicle-choice. In order to promote timely and extensive adoption of such an enabling EV technology, it is critical to understand the current challenges involving EV charging stations and seek out opportunities to engender future innovations. Indeed, wide-bandgap (WBG) devices, such as silicon carbide (SiC) and gallium nitride (GaN), have unveiled unprecedented opportunities in enabling the realization of superior power conversion systems. Thus, utilizing these WGB devices in EV charging applications can bring about improved design and development of EV fast chargers that are faster-charging, more efficient, and more effective. Hence, this thesis presents an opportunity in EV charging station applications with the utilization of medium-voltage SiC MOSFETs. Because the current fast-charging solution involves a heavy and bulky transformer, it adds installation complexity for EV charging stations. However, this thesis presents an alternative power-delivery solution that could potentially provide an efficient and fast-charging mechanism of EVs while reducing the size of EV chargers. All things considered, this thesis provides in-depth evaluation-studies of medium-voltage 3.3 kV SiC MOSFET-based power converters, targeted for future fast EV charging applications. The development and design of the hardware prototype is presented in this thesis, along with testing and verification of experimental results.

Electric vehicles (EVs) are increasing in popularity and play an important role in decarbonizing the transport sector. However, a growing EV fleet can cause problems for power grids as the grids are not initially designed for EV charging. The potential of a power grid to accommodate EV loads can be assessed through hosting capacity (HC) analysis. The HC is grid specific and varies, therefore it is necessary to conduct analysis that reflects local conditions and covers uncertainties and correlations over time. This theses aims to investigate the HC for EVs in existing residential power grids, and to gain a better understanding of how it varies based on how the EVs are implemented and charged. The work is in collaboration with a distribution system operator (DSO) and is based on two case studies using real-life data reflecting conditions in Swedish grids. Combinations of different HC assessment methods have been used and the HC is evaluated based on cable loading, transformer loading and voltage deviation. Additionally, the study investigated three distinct charging strategies: charging on arrival, evenly spread charging over whole connection period, and charging at the lowest spot price.  The results show that decisions on acceptable voltage deviation limit can have a large influence on the HC as well as the charging strategy used. A charging strategy based on energy prices resulted in the lowest HC, as numerous EVs charging simultaneously caused high power peaks during low spot price periods. Charging on arrival was the second worst strategy, as the peak power coincided with household demand. The best strategy was to evenly spread out the charging, resulting in fewer violations for 100% EV implementation compared to the other two strategies for 25% EV implementation.  The findings underscore the necessity for coordinated charging controls for EV fleets or diversified power tariffs to balance power on a large scale in order to use the grids efficiently.

Electric vehicles (EVs) are increasing in popularity and play an important role in decarbonizing the transport sector. However, a growing EV fleet can cause problems for power grids as the grids are not initially designed for EV charging. The potential of a power grid to accommodate EV loads can be assessed through hosting capacity (HC) analysis. The HC is grid specific and varies, therefore it is necessary to conduct analysis that reflects local conditions and covers uncertainties and correlations over time. This theses aims to investigate the HC for EVs in existing residential power grids, and to gain a better understanding of how it varies based on how the EVs are implemented and charged. The work is in collaboration with a distribution system operator (DSO) and is based on two case studies using real-life data reflecting conditions in Swedish grids. Combinations of different HC assessment methods have been used and the HC is evaluated based on cable loading, transformer loading and voltage deviation. Additionally, the study investigated three distinct charging strategies: charging on arrival, evenly spread charging over whole connection period, and charging at the lowest spot price.  The results show that decisions on acceptable voltage deviation limit can have a large influence on the HC as well as the charging strategy used. A charging strategy based on energy prices resulted in the lowest HC, as numerous EVs charging simultaneously caused high power peaks during low spot price periods. Charging on arrival was the second worst strategy, as the peak power coincided with household demand. The best strategy was to evenly spread out the charging, resulting in fewer violations for 100% EV implementation compared to the other two strategies for 25% EV implementation.  The findings underscore the necessity for coordinated charging controls for EV fleets or diversified power tariffs to balance power on a large scale in order to use the grids efficiently.

Mit dieser Studie wird der erstmalige Versuch unternommen, die turkmenischen Dialekte Afghanistans durch die Erhebung von umfangreichem Primärmaterial zu dokumentieren und ihre phonologischen, morphologischen und lexikalischen Merkmale kontrastiv zu beschreiben. Durch die Erfassung und Beschreibung soziolinguistischer Gegebenheiten wird darüber hinaus die Einbettung dieser Idiome in die sprachliche Landschaft Afghanistans zu erklären versucht. Die turkmenischen Dialekte Afghanistans zerfallen in zwei Großgruppen, die xāliṣ- und nāxāliṣ-Dialekte. Die Binnendifferenzierung koinzidiert, wie die Studie erbracht hat, weitestgehend, wenn auch nicht ausnahmslos, mit ethnischer Differenzierung (und nicht etwa mit geographischer Distribution). Das wichtigste Differenzierungsmerkmal der turkmenischen Dialekte ist die Phonologie; entsprechend viel Aufmerksamkeit widmet die Studie den phonologischen Merkmalen. Morphologisch sind die Dialekte dagegen weitgehend einheitlich, nur die nāxāliṣ-Dialekte zeigen gewisse signifikante Abweichungen; die Verbalmorphologie, auf deren Bearbeitung aus Kapazitätsgründen verzichtet werden musste, verspricht diesbezüglich allerdings weitere interessante Erkenntnisse. Bezüglich der Lexik wurden beispielhafte semantische Felder (z.B. Verwandtschaftsterminologie) bearbeitet, die nur wenige, aber aussagekräftige und teilweise unerwartete Abweichungen aufweisen. Die turkmenischen Dialekte Afghanistans zeigen soziolinguistisch betrachtet auffällige Verschiedenheiten entlang Gender-, Alters-, Standes- und geographischen Trennlinien. Die Studie erläutert außerdem die Position des Turkmenischen gegenüber dem generell dominanten Dari, dem in der Verbreitungsregion omnipräsenten Usbekischen, dem lokal bedeutenden Pašto und dem Türkeitürkischen, das durch seine mediale Präsenz und infolge von Migration angesichts der großen linguistischen Nähe zunehmend an Bedeutung gewinnt. Indem die Arbeit für alle thematisierten Phänomene umfangreiches Belegmaterial aus der Feldforschung vorlegt, ermöglicht sie nicht nur die Überprüfung der eigenen Befunde, sondern eröffnet vor allem auch für die derzeit kaum zugängliche Region Nordafghanistan weitere Arbeitsfelder für sprachwissenschaftliche Studien. / The Turkmen dialects of Afghanistan have for the first time been made the object of a special comprehensive study which, on the basis of rich primary materials collected from the field, is investigating their phonological, morphological and lexical features. The study is supplemented with sociolinguistic observations which help positioning the Turkmen dialects within the linguistic universe of Afghanistan today. The Turkmen dialects of Afghanistan basically fall into two major groups which in this study, following the emic denominations, are being called xāliṣ und nāxāliṣ dialects. As the study demonstrates, the dialects are almost without exceptions deliminated not along geographical or regional lines but along the major ethnic delimitations. Phonology is the prime marker of dialect delimitation. Consequently, this study pays particular attention to phonological markers. On the other hand there is only little variation in morphology; only the nāxāliṣ dialects do not completely share these paradigms. Verbal morphology, which appears to depict more variation, has for reasons of feasibility not been included in this study. In the lexicology chapter several exemplary subfields of the Turkmen dialect lexicon (such as kinship terminology) are investigated in depth; this part of the study yields interesting, partly unexpected results. The sociolinguistic chapters, which for capacity reasons are again dealing with selected aspects only, focus on the role of gender, age, social status and regional attribution of the speakers as markers of distinction. The position of the Turkmen dialects within the wide and complex spectrum of high and low prestige idioms present in North Afghanistan is measured against the supreme language of interethnic communication, education and the media (Dari) as well as the omnipresent language of regional communication (Uzbek), and neighboring Pashto; due to migration, educational and business contacts and the media, and favored by its linguistic closeness to Turkmen, the Turkish language of Turkey has recently become an important contact language as well. All phenomena investigated in this study are derived from a wealth of field materials. By presenting many of these while illustrating the features discussed in the chapters, this study provides fresh material from an almost inaccessible area for linguistic investigations beyond the scope of this book.

United States government data shows AWD EV production increasing over 376 % from 2020 to 2023. The literature highlights energy savings from mixed-type dual EM powertrains and optimization-based energy management strategies (EMS), compared to single-type dual-motors and rule-based control. Other trends include the adoption of silicon carbide (SiC) based inverter devices and 800 V systems. Axial-flux machines have seen increased traction, with implementations in Ferrari’s SF90 Stradale, Lamborghini’s Revuelto, and Mercedes-Benz’s acquisition of YASA Ltd. These findings motivated the study of dual-motor AWD EV thermally constrained energy management. Using McMaster Automotive Resource Centre’s (MARC’s) facilities, accurate modeling of powertrain components was pursued to contribute realistic results. Firstly, inverter device materials and voltage ratings were studied in a Chevrolet Bolt EV model. Experimental validation was conducted on 1200 V inverters, powering 160+ kW traction machines. The model’s loss error was mostly within 100 W of measured loss. An empirical loss model revealed the analytical model estimates range within 6 km. This work highlighted the benefits of 800 V DC buses and SiC inverters. Secondly, experimental characterization of a yokeless and segmented armature (YASA) axial flux machine, by YASA Ltd., was documented. Dynamometer tests covered a wide torque, speed, and DC bus voltage range. The Bolt EV was modeled with the YASA machine, comparing its performance to the stock machine. All data was compiled and published in an online open-source repository. Lastly, thermally constrained energy management of various control strategies for a dual-motor AWD EV model were compared. Over two drive cycles, an MPC strategy ranked best in selected performance metrics. During a racetrack drive cycle, the MPC strategy kept the thermally limited motor cooler 246 % longer than a rule-based strategy. This work highlighted MPC’s potential in reducing total lifetime thermal wear of a dual-motor powertrain’s thermally limited motor. / Thesis / Doctor of Philosophy (PhD) / This thesis presents the experimental dynamometer work behind the accurate modeling of electric powertrain components, specifically the electric machine (EM) and inverter. The analytical inverter model is experimentally validated using electric machines as loads. The electric machine model is constructed from its experimental characterization data. Together, these models form a near-completely experimental-based electric drive unit (EDU). From this foundation, a dual-motor all-wheel-drive (AWD) electric vehicle (EV) model is built for the purpose of evaluating various control strategies’ thermally constrained energy management abilities. The control methods are ranked with respect to key performance indicators (KPIs) over the course of two drive cycles. Results from these drive cycles point to the model predictive control (MPC) strategy achieving the control objectives with the best quantified KPIs. Most importantly, it was able to keep the powertrain's thermally limited motor cooler 246 % longer than the second-best performing control strategy, a rule-based method applying a torque-split ratio algorithm.

No description available.

此論文係以商業營運計畫為撰寫架構，希望透過創新的異業整合方式，結合油品銷售業者、整車製造廠、鋰鐵磷電池廠和資、通訊電子業者等跨越不同產業的廠商，以電動車為基礎打造全新的營運模式，並為各領域之廠商在現有事業之外另闢新的產銷契機。 本計畫以在台灣擁有最多加油站數的台灣中油公司為核心，建議由其負責主導與整合，並創設名為「綠寶石電池」的新公司，借重中油的加油站據點等無人可及的實體通路優勢來吸引不同電動車與鋰鐵磷電池的上、下游業者一起共相盛舉，進而共同在即將爆發大成長商機的電動車與鋰鐵磷電池市場獲得領先地位。 中油可將裕隆等整車製造廠、鋰鐵磷電池廠商和資、通訊電子業者視為可提供營運綜效的策略投資與合作夥伴，初期規劃的總資本額為新台幣100億元，由中油負責其中的40~50億元，希望引進的其他投資金額分別由裕隆等數家整車製造廠投資共約30~40億元，以及數家具備優異技術開發與量產能力的鋰鐵磷正極材料廠商共約20~30億元。 綠寶石計畫投入的市場包括依行駛里程收取充電費用，舊鋰鐵磷電池儲電模組轉售，和各種娛樂休閒與商務的資、通訊與網路服務等，自2011年開始營運，預估2011年到2015年的總營收分別為22.85億元、59.82億元、96.78億元、136.95億元和179.11億元。 其中，來自依行駛里程收取充電費用的收入約佔總營收60%，自舊鋰鐵磷電池儲電模組轉售業務所取得的營業收入約佔總營收30%~35%，來自資、通訊網路服務的營業收入則佔總營收的5%~10%左右。 綠寶石預估在2013年即可正式轉虧為盈，稅前淨利達22.92億元，每股獲利可達1.72元，2014年與2015年的營運將更上層樓，稅前獲利分別為43.95億元和77.06億元，每股獲利可達4.40元和7.71元。