Abstract: Methods, apparatus, systems and articles of manufacture are disclosed for closed loop control of a gas turbine. An example apparatus includes a frequency band splitter to separate a combustion pulsation signal into a plurality of frequency bands. The example apparatus includes a plurality of subcontrollers, each subcontroller corresponding to one of the frequency bands. Each subcontroller is to be activated at an amplitude threshold associated with the normal operating set point of the frequency band and to generate a correction value while the corresponding frequency band is operating beyond the amplitude threshold. The example apparatus includes a net correction output calculator to aggregate the correction values to generate an aggregated correction value.

Abstract: Methods, apparatus, systems and articles of manufacture are disclosed for closed loop control of a gas turbine. An example apparatus includes a frequency band splitter to separate a combustion pulsation signal into a plurality of frequency bands. The example apparatus includes a plurality of subcontrollers, each subcontroller corresponding to one of the frequency bands. Each subcontroller is to be activated at an amplitude threshold associated with the normal operating set point of the frequency band and to generate a correction value while the corresponding frequency band is operating beyond the amplitude threshold. The example apparatus includes a net correction output calculator to aggregate the correction values to generate an aggregated correction value.

Abstract: An attachment bracket for attaching electrical components is provided in a vehicle. The attachment bracket can have a deformable tab configured to be operatively connected to vehicle structure, such as a floor panel. The deformable tab can include an attachment portion and a connector portion. The attachment portion can have one or more attachment features, such as an aperture, to operatively connect the deformable tab to the vehicle structure. The connector can include different shapes, sizes, and/or configurations to control and/or influence the deformation of the deformable tab under an application of force. The attachment bracket can be used to operatively connect an electrical component to a vehicle structure. For example, the attachment bracket can retain an vehicle airbag ECU to a vehicle floor panel during impacts of the vehicle.

Abstract: Electrical component systems to retain one or more electrical components during external forces are provided in a vehicle. The systems can include an electrical component, such as a vehicle ECU. An attachment bracket can be operatively connect the electrical component to vehicle structure, such as a vehicle floor panel. The attachment bracket can include a front attachment portion configured for operative connection to the vehicle structure. A central attachment is provided to operatively connect the electrical component to a main body of the attachment bracket. The central attachment can include an adhesive such as a two-sided tape. In some arrangements, the system can be configured to retain a vehicle airbag ECU to a vehicle floor panel during impacts to the vehicle.

Abstract: An attachment bracket for attaching electrical components is provided in a vehicle. The attachment bracket can have a deformable tab configured to be operatively connected to vehicle structure, such as a floor panel. The deformable tab can include an attachment portion and a connector portion. The attachment portion can have one or more attachment features, such as an aperture, to operatively connect the deformable tab to the vehicle structure. The connector can include different shapes, sizes, and/or configurations to control and/or influence the deformation of the deformable tab under an application of force. The attachment bracket can be used to operatively connect an electrical component to a vehicle structure. For example, the attachment bracket can retain an vehicle airbag ECU to a vehicle floor panel during impacts of the vehicle.

Abstract: The present invention generally relates to the field of combustion technology related to gas turbines. More in particular, the present invention refers to a method for operating a combustion device. Advantageously, a pulsation protective load shedding is avoided by adjusting the parameter ? in case of too high combustion pulsation levels from the standard operation set point. This implies that the dynamic pulsation control logic is activated in case the high frequency pulsation level exceeds a predetermined threshold value and a control unit adjusts the ?, preferably in a stepwise manner, until acceptable and optimum pulsation levels are reached or a maximum reduction of the ? is performed.

Abstract: A software-implemented method may receive, organize, and aggregate survey answers from multiple survey sources into a single database, regardless of the initial method of collection. Survey answers may require certain common information fields. The survey answers may include media which is transferred from the survey source to the database, and the original copy at the survey source deleted upon a completed transfer. A survey participant may access his own answer, associate it with a user account using a passcode, and make edits to the answer; the source of a survey may also edit an answer by resubmitting the answer. Edited answers may be displayed along with the original version, for instance in a “threaded” display format.

Abstract: A software-implemented method may receive, organize, and aggregate survey answers from multiple survey sources into a single database, regardless of the initial method of collection. Survey answers may require certain common information fields. The survey answers may include media which is transferred from the survey source to the database, and the original copy at the survey source deleted upon a completed transfer. A survey participant may access his own answer, associate it with a user account using a passcode, and make edits to the answer; the source of a survey may also edit an answer by resubmitting the answer. Edited answers may be displayed along with the original version, for instance in a “threaded” display format.

Abstract: A frame structure is adapted to absorb energy from frontal impacts and extends under a front portion of the body frame. The frame structure includes a rear sub-frame located below and in front of a pair of side frame under-members, and at least one ramp connected to the pair of side frame under-members for directing rearward sliding movement of the rear sub-frame and attached structures downwardly beneath a battery assembly. A catching surface engages a steering gear to improve energy absorption during frontal impacts. A reinforcement bracket attached to the pair of side frame under-members defines a pocket for temporarily catching the rear sub-frame providing an energy absorption path before releasing the rear sub-frame to slide past. A tether is connected between the pair of side frame under-members and the rear sub-frame for holding the rear sub-frame against the ramp to increase energy absorption.

Abstract: A vehicle frame structure is adapted to absorb energy from frontal impacts. The frame structure extends under a front portion of the body frame. The frame structure includes a rear sub-frame located below and in front of a pair of side frame under-members, and a catching surface connected to the pair of side frame under-members for engaging the rear sub-frame and attached structures. A steering gear is attached to the rear sub-frame. The catching surface interacts with the steering gear to promote additional crushing energy absorption during sliding movement of the rear sub-frame relative to the catching surface during the frontal impact. The catching surface can be formed on ramps attached to the pair of side frame under-members. A tether can prolong crushing contact of the rear sub-frame with respect to the catching surface.

Abstract: A vehicle frame includes an inverter protection brace extending between front and rear sub-frames located below and in front of side under frame members. A gusset of the brace strongly connects to the front sub-frame to load a beam section without overloading attaching bolts. The brace has a bolted connection attaches to the rear sub-frame. The brace deforms forward of the bolted connection creating a safety cage around an inverter during frontal impacts. A reinforcement bracket attaches to the side frame under members to define a pocket for temporarily catching the rear sub-frame. Ramps connect to the reinforcement bracket allowing sliding of the rear sub-frame rearward, and direct movement downwardly beneath a battery assembly. A catching surface defined on the ramp engages at least one rear sub-frame attached structure. A tether connects between the pair of side frame under-members and the rear sub-frame for improving the interaction of the rear sub-frame against the ramps.

Abstract: A frame structure absorbs energy from frontal impacts and extends under a front portion of the body frame. The frame structure includes a rear sub-frame located below and in front of a pair of side frame under-members, and an inverter protection brace extending between the front sub-frame and the rear sub-frame. Loading from the inverter protection brace travels through the rear sub-frame to A-point bolt connections located on the pair of front frame side members. The rear sub-frame moves rearward and deforms at the A-point bolt connections. The load through the A-point bolt connections changes the deformation mode of the frame front side members between the A-point bolt connections and B-point bolt connections. At least one of the pair of side frame under-members buckles rearward of the B-point bolt connection located on the pair of side frame under-members for energy absorption during the frontal impact.

Abstract: A vehicle frame structure is adapted to absorb energy from frontal impacts. The frame structure extends under a front portion of the body frame. The frame structure includes a rear sub-frame located below and in front of a pair of side frame under-members, and a catching surface connected to the pair of side frame under-members for engaging the rear sub-frame and attached structures to improve energy absorption response during a frontal impact. A steering gear is attached to the rear sub-frame. The catching surface interacts with the steering gear to promote additional crushing energy absorption during sliding movement of the rear sub-frame relative to the catching surface during the frontal impact. The catching surface can be formed on ramps attached to the pair of side frame under-members. A tether can prolong crushing contact of the rear sub-frame with respect to the catching surface.

Abstract: A vehicle frame includes an inverter protection brace extending between front and rear sub-frames located below and in front of side frame members. A gusset of the brace strongly connects to the front sub-frame to load a beam section without overloading the bolts, and a bolted connection attaches to the rear sub-frame. The brace deforms forward of the bolted connection creating a safety cage around an inverter during frontal impacts. A reinforcement bracket attaches to the side frame members to define a pocket for temporarily catching the rear sub-frame. Ramps connect to the reinforcement bracket allowing sliding of the rear sub-frame rearward, and direct movement downwardly beneath a battery assembly. A catching surface defined on a ramp engages at least one rear sub-frame attached structure. A tether connects between the pair of side frame under-members and the rear sub-frame for improving the interaction of the rear sub-frame against the ramps.

Abstract: A frame structure is adapted to absorb energy from frontal impacts and extends under a front portion of the body frame. The frame structure includes a rear sub-frame located below and in front of a pair of side frame under-members, and at least one ramp connected to the pair of side frame under-members for directing rearward sliding movement of the rear sub-frame and attached structures downwardly beneath a battery assembly. A catching surface engages a steering gear to improve energy absorption during frontal impacts. A reinforcement bracket attached to the pair of side frame under-members defines a pocket for temporarily catching the rear sub-frame providing an energy absorption path before releasing the rear sub-frame to slide past. A tether is connected between the pair of side frame under-members and the rear sub-frame for holding the rear sub-frame against the ramp to increase energy absorption.

Abstract: A frame structure absorbs energy from frontal impacts and extends under a front portion of the body frame. The frame structure includes a rear sub-frame located below and in front of a pair of side frame under-members, and an inverter protection brace extending between the front sub-frame and the rear sub-frame. Loading from the inverter protection brace travels through the rear sub-frame to A-point bolt connections located on the pair of front frame side members. The rear sub-frame moves rearward and deforms at the A-point bolt connections. The load through the A-point bolt connections changes the deformation mode of the frame front side members between the A-point bolt connections and B-point bolt connections. At least one of the pair of side frame under-members buckles rearward of the B-point bolt connection located on the pair of side frame under-members for energy absorption during the frontal impact.

Abstract: Disclosed herein are electrolyte formulations containing methoxybenzene (also known as anisole or phenoxymethane) for use in lithium-air semi-fuel cells. Lithium-air semi-fuel cells contain a metallic lithium anode and an air (oxygen) fuel cell type porous carbon cathode. The reaction product in the cathode is lithium oxide (Li2O) and/or lithium peroxide (Li2O2). This reaction product is sparingly soluble in common lithium-air cell solvents, and therefore the cathode pores become blocked over time, leading to cell end-of-life. Methoxybenzene is an organic solvent that demonstrates an increased solubility of Li2O, which minimizes the clogging of the cathode. Lithium-air semi-fuel cells with electrolytes containing methoxybenzene demonstrate higher discharge capacities per the same weight, than the cells having electrolytes without methoxybenzene. Higher energy density semi-fuel cells are thus achieved.

Abstract: Advanced lithium-air semi-fuel cell with non-aqueous electrolyte solution is provided, having higher energy density over the prior art cells, due to its protective, oxygen selective, permeable membrane of PTFE coated fiberglass cloth, placed over the cathode outer surface. Said membrane is flexible and protects the cell from moisture and evaporation of said electrolyte, which substantially minimizes parasitic losses of lithium and increases the cell efficiency and safety. The membrane may also have a layer of air-permeable adhesive added, facing said cathode.

Abstract: Advanced lithium-air cell with non-aqueous electrolyte solution is provided, having higher energy density over the prior art cells, due to protective oxygen selective permeable membrane placed over the cathode outer surface. Said membrane protects the cell from moisture and evaporation of said electrolyte, which substantially minimizes parasitic losses of lithium and increases the cell efficiency and safety.

Abstract: Lithium metal anode protection, and various semi-fuel cell constructions for use in deep, high pressure seawater or air media are provided. The described lithium semi-fuel cells achieve record high energy densities, due to the high energy density of lithium anode and the use of the cathode reactant from the surrounding media, which is not part of the cell weight, and the use of ultralight and flexible packaging materials. These features make the described semi-fuel cells the ideal choice for powering underwater and air vehicles.