Добірка наукової літератури з теми "Galois Assembler"

Formed at the cerebral cortex, neuron cell assemblies are regarded as basic units in cortical representation. Proposed by Hebb, these cell assemblies are regarded as the distributed neural representation of relevant objects, concepts or constellations. Each cell assembly contains a group of neurons having strong mutual excitatory connections. During a stimulus, these cells get activated. This activation either performs a given action or represent a given percept or concept in brain. This theory is in the strongest connection of the problem of concept forming in the brain. The challenge is to model coordinated activity among neurons in brain mathematically. The need of modelling it mathematically enables this paper to give clear view of functionality of Hebbian cell assembly. Therefore this paper proposes a pragmatic approach to Hebbian cell assemblies using mathematical model grounded in lattice based formalism that utilizes Galois connections. During this proposal, the authors also show the connections of the proposal to cognitive model of memory in particularly long-term memory (LTM).

Semi rigid mounting joints of glued laminated timber elements are connections that are fully assembled on construction site and capable to handle bending moments, axial and shear forces. The need for new type of semi rigid timber elements’ connection is obvious. The manufacturing possibilities of glued laminated timber elements’ are wide: straight element's length may extend up to 40 m or curved axis elements with dimensions of up to 10 meters in height, therefore, manufacturers, erectors and others face with transportation problems of non-standard, oversized elements. Semi-rigid mounting joints are used to solve this problem. In factory non-standard, oversized, glued, laminated timber elements are cut into standard transportation dimensions and fully mounted into integral element on construction site, using semi rigid mounting joints. In this article semi-rigid, glued, laminated timber elements’ joints which are used as beam to beam, beam to column and column to foundation connections are analysed. Also the main design principles of semi-rigid joints are discussed. The new type of semi rigid beam to beam connection is proposed and experimentally analysed. The experimentally and theoretically analysed connection is composed of welded steel details which are anchored into timber element. The main experiment is four point bending; the analysed connection is in the middle of the span. The beam's span is 3.20 m; the dimensions of the timber element's cross section are: width 200 mm; height 400 mm; mounting bolts are M16. Glued laminated timber strength class is GL24h. The tight contact between timber element and steel detail is created by anchoring steel detail's T shape part into timber element. The initial movement between timber element and steel detail is eliminated using fillers. Two types of fillers are used in these experiments: two component polyurethane and cement based filler with polymer fibres. Two joints with different fillers are tested in laboratory experiments. Bending bearing capacity and stiffness (displacements) of the joints’ are determined in laboratory. Experimental bearing capacities are compared with theoretical calculations according to European (EC5) and Lithuanian timber structures design codes. Conclusions and recommendations are presented for further experiments and computer simulations. Santrauka Straipsnyje analizuojami pusiau standūs montuojamieji klijuotosios medienos konstrukcijų mazgai, kurie naudojami elementams sujungti per ilgį, rėmų kampinėms jungtims tarp kolonos ir sijos bei jungtims tarp kolonos ir pamato. Aptariami pagrindiniai pusiau standžių montuojamųjų medinių konstrukcijų mazgų konstravimo principai. Pasiūlytas ir eksperimentiškai tirtas per ilgį sujungtų lenkiamųjų klijuotosios medienos sijos elementų mazgas. Mazgas įrengiamas naudojant plienines detales, suvirintas iš lakštinio plieno, kurios inkaruojamos medienos elementuose. Kontaktas tarp medienos ir metalo užtikrinamas ir pradinis mazgo slankumas panaikinamas užpildant tarpus tarp medienos ir metalo užpildu. Pasirinkti du skirtingo pagrindo (sudėties) užpildai: dviejų komponentų poliuretano ir cementinis, kurio sudėtyje yra polimerinių plaušų. Nustatytas cementinio užpildo lekiamasis ir gniuždomasis stipriai. Eksperimentinės jungčių laikomosios galios palyginamos su teoriniais skaičiavimais pagal Lietuvos ir Europos medinių konstrukcijų projektavimo normas. Pateikiamos išvados ir rekomendacijos tolesniems tyrimams.

У дисертаційній роботі вирішено актуальну науково-прикладну задачу – підвищення продуктивності систем цифрової обробки даних та криптографічних перетворень, забезпечення завадостійкості зберігання і передачі даних за рахунок створення ефективних технічних засобів для виконання обчислень у скінченних полях шляхом структурно-логічної оптимізації архітектур апаратних засобів, що реалізують процеси виконання операцій у полях Галуа. Запропоновано метод виконання операцій над елементами поля GF(2m). Особливістю даного методу, на відміну від існуючих, є застосування табличного зберігання елементів поля у многочленному та степеневому їх поданні з можливістю розрідженого формування таблиці елементів поля, що зменшує витрати пам’яті для її зберігання. Розроблений метод забезпечує зростання швидкодії на 15% порівняно з існуючим методом. Запропоновано модифікацію методу піднесення до степеня елементів поля GF(p) з ковзним вікном, яка забезпечує приріст швидкодії на 7-9 %. Спроектовано на ПЛІС фірми Xilinx процесор Галуа, що орієнтований на виконання операцій у скінченних полях виду GF(p) та GF(2m). Запропоновано програмістську модель процесора Галуа, яка дозволяє розробляти програмне забезпечення довільної складності мовою Асемблера проце-сора Галуа.

The dissertation describes the names related to justice and places in the landscape where justice was administered, applying an interdisciplinary perspective with place names as the chief source material. One aim is to collect and describe place names in Skåne designating or indirectly associated with meeting places and districts of the court, and to study the named places. The study covers many different periods, but especially the Middle Ages and the transition from the Late Iron Age to the Middle Ages. The analysis raises questions such as: Was there continuity in judicial sites between prehistoric and historic times? How old are the hundreds (härader)? Is there a spatial link between judicial sites and other central functions such as cult, markets, or rulers’ estates? The work is permeated by material-based onomastic research in combination with current perspectives in text research, historical geography, and archaeology. Nine case studies are conducted to describe the interaction between place, linguistic expression, and meaning. The study demonstrates the existence of a large corpus of names reflecting the early administration of justice. Most of the many field names which contain ting ‘court’ and galge ‘gallows’ can be related to the actual administration of justice. The medieval sites where courts assembled and people were executed stand out in particular, but in many cases these have prehistoric roots. Both unbroken continuity and the reuse of earlier places of assembly may be assumed. Close to sites with names indicating the administration of justice there are also landscape features with names that grant epic and mythical status to the locale. The special quality of these places was handed down, incorporated in larger narratives, based on changing ideas and circumstances in different periods. The landscape of the hundred courts (häradsting) is archaic, magnificent and mythical, and shared, qualities that contributed to the maintenance and legitimation of judicial practice. A division into a general, public judicial sphere and a more limited and exclusive sphere can be seen. In the medieval exercise of justice this division is manifested in two different judicial districts – härad and birk – but the phenomenon can be traced back to the Late Iron Age. The study also problematizes a traditional image of the names of the hundreds.

Chapter 5 shifts attention from the makers of anatomical models to their users by examining the creation and employment of anatomical models in mid-eighteenth-century midwifery schools. In particular, it considers the collection of midwifery models assembled by the Bolognese surgeon and man-midwife Giovanni Antonio Galli (1708–1782) in order to establish a midwifery school in his own residence. The collection included some two hundred models realized in different materials, such as wax, clay, and glass, and was subsequently acquired by Pope Benedict XIV who donated it to the Institute of the Sciences. This chapter investigates how the midwifery models of Galli’s collection translated embodied skill and tacit knowledge into the visual and material language of anatomy. Moreover, it examines how models’ visualization of pregnancy and childbirth participated in the redefinition of midwives’ realms of competence and expertise.

Aulus Gellius reports a set of criticisms of Cicero raised by Asinius Gallus. The criticisms include the claim that Cicero uses the notion of regret (paenitentia) incorrectly by implying that regret may be an appropriate response to something not voluntarily performed or chosen. This claim is assessed in the light both of the general picture of ancient accounts of regret assembled so far and also in the light of R. Jay Wallace’s recent account of the limits of regret and the relationship between regret and affirmation. This returns to the discussion of what a virtuous person may and may not regret.

Lubricants play a vital role in improving energy efficiency and reducing friction in any type of frictional contact. The automotive industry is facing strict regulations in terms of emissions from the petroleum fuel. Strict government norms are compelling automotive manufacturers to push their technological limits to improve the fuel economy and emissions from their vehicles. Improving the efficiency of the engine will ultimately result in saving fuel thus improving the fuel economy of the engine. Concerning energy consumption; 33% of the fuel energy developed by combustion of fuel is dissipated to overcome the friction losses in the vehicle [1]. Out of this, 11.56% of the total fuel energy is lost in engine system. The distribution of this 11.56% fuel energy lost in engine system includes 3.5% consumed in bearings, 1.16% in pumping and hydraulic viscous losses, 5.2% and 1.73% consumed in piston assembly and valve train respectively [1]. If we consider losses only in bearings, piston assembly and valve train it results in 10.4% energy loss as compared to the total energy generated by the fuel. In the last decade, ionic liquids have shown potential as lubricants and lubricant additives. This study focusses on the use ionic liquids as additives for friction and wear reduction resulting in energy conservation in an internal combustion engine. In this work, the contact between piston ring and cylinder wall was simulated using a ball-on-flat tribometer. Most of the engine oils are based on mineral oils and results showed that adding 1% of the ionic liquid to mineral oil reduced friction loses by 27% [2], which corresponds to conserving 2.8% of fuel energy if just the frictional loss in piston assembly, valve train and bearing are considered. In the United States, there are 253 million vehicles on average consuming 678 gallons of fuel per year [3], the use of ionic liquid can save an estimated 4.8 billion gallons of fuel per year, which results in estimated saving of 11.56 billion dollars.

The Department of Energy mandated the termination of the Integral Fast Reactor (IFR) Program, effective October 1, 1994. To comply with this decision, Argonne National Laboratory-West (ANL-W) prepared a plan providing detailed requirements to maintain the Experimental Breeder Reactor-II (EBR-II) in a radiologically and industrially safe condition, including removal of all irradiated fuel assemblies from the reactor plant, and removal and stabilization of the primary and secondary sodium, a liquid metal used to transfer heat within the reactor plant. The EBR-II is a pool-type reactor. The primary system contained approximately 325 m3 (86,000 gallons) of sodium and the secondary system contained 50 m3 (13,000 gallons). In order to properly dispose of the sodium in compliance with the Resource Conservation and Recovery Act (RCRA), a facility was built to react the sodium to a solid sodium hydroxide monolith for burial as a low level waste in a land disposal facility. Deactivation of a liquid metal fast breeder reactor (LMFBR) presents unique concerns. Residual amounts of sodium remaining in circuits and components must be passivated, inerted, or removed to preclude future concerns with sodium-air reactions that could generate potentially explosive mixtures of hydrogen and leave corrosive compounds. The passivation process being implemented utilizes a moist carbon dioxide gas that generates a passive layer of sodium carbonate/sodium bicarbonate over any quantities of residual sodium. Tests being conducted will determine the maximum depths of sodium that can be reacted using this method, defining the amount that must be dealt with later to achieve RCRA clean closure. Deactivation of the EBR-II complex is on schedule for a March, 2002, completion. Each system associated with EBR-II has an associated layup plan defining the system end state, as well as instructions for achieving the layup condition. A goal of system-by-system layup is to minimize surveillance and maintenance requirements during the interim period between deactivation and decommissioning. The plans also establish document archival of not only all the closure documents, but also the key plant documents (P&IDs, design bases, characterization data, etc.) in a convenient location to assure the appropriate knowledge base is available for decommissioning, which could occur decades in the future.

This paper describes the design implementation of the Intercooler System of the WR-21 Intercooled Recuperated Gas Turbine Engine (ICR). The Intercooler System extracts heat from the gas exiting the Intermediate Pressure Compressor (IPC) by means of on-engine, air-to-liquid heat exchangers. The heat transfer liquid is 50/50 ethylene glycol/water (EG). The heat is carried out of the engine by the EG to an off-engine EG-to-seawater heat exchanger. The seawater ultimately dumps the heat into the sea. The ICR is designed primarily for ship application where space is at a premium. Three design innovations that provide solutions to operational and emergency problems, resulting in a compact off-engine skid assembly will be introduced. 1. A system design that will handle pump shut downs and allow engine operation while the intercooler is isolated (bypass mode) — without putting the liquid system outside the enclosure under pressure. 2. A reservoir that is vented to atmosphere, that is only about 130 gallons in volume, that provides make-up and allows flow of 800–1000 US gpm (3000–3785 l/min) without causing turbulence in the reservoir. 3. A device that removes slugs of air trapped in the system during initial fill-up and continually deaerates the system.

The Westinghouse Small Modular Reactor (SMR) incorporates an integral pressurized water reactor (iPWR) design in which all components associated with the nuclear steam supply system are housed within one pressure vessel. The Westinghouse SMR design also utilizes many of the key features from the AP1000® plant, including passive safety systems. The Westinghouse SMR will be fueled by a derivative of the successful 17×17 Robust Fuel Assembly (RFA) product. An 89 assembly core with an active height of 8 feet will provide a 24 month operating cycle with a power output of 800 MWt. Derived from the AP1000 plant and adapted to operate inside the reactor pressure vessel, 37 control rod drive mechanisms provide reactor shutdown and reactivity control capabilities. Eight seal less pumps provide a nominal reactor coolant flow of 100,000 gallons per minute. An innovative evolution of a straight tube steam generator produces a saturated mixture that is delivered to a steam separating drum located outside of the containment vessel. The steam generator along with the integral pressurizer is attached to the reactor vessel with a single closure flange located near the center of gravity of the reactor assembly and is designed to be removed during refueling operations. Like the AP1000 plant, the Westinghouse SMR relies on the natural forces of gravity and natural circulation to provide core and containment cooling during accident conditions. The passive cooling systems provide sufficient heat removal for seven days without the need for offsite AC power sources. The Westinghouse SMR also includes traditional active components such as diesel generators and pumps; however these components are not required for the safe shutdown of the plant. At a diameter of 32 feet, approximately 25 of the Westinghouse SMR containment vessels can fit within the envelope of the AP1000 containment building. This compact containment will be completely submerged in water during power operation providing a heat sink for postulated accidents. For protection against external threats, the containment vessel and plant safety systems are located below ground level. At approximately one fifth the net electrical output of the AP1000 plant, the Westinghouse SMR is designed to address infrastructure challenges associated with replacing America’s aging fossil fuel plants by providing a safe, clean and reliable energy source. The challenges associated with economies of scale are offset with a compact and simplified plant design, rail shippable components and modular construction.

Located in the scenic hills of Western New York, 35 miles south of Buffalo, the 68 hectare West Valley Demonstration Project (WVDP) is a unique and challenging environmental cleanup project that currently manages High Level, Transuranic, and Greater than Class C wastes. Before the U.S. Department of Energy (DOE) assumed the responsibility of cleaning up the site, the site was the location of the only commercial spent nuclear fuel (SNF) reprocessing facility to operate in the United States. Operated by Nuclear Fuels Services from 1966–72, the site was owned by the State of New York and licensed by the Atomic Energy Commission. During operations, the plant reprocessed approximately 640 metric tons of commercial and defense nuclear fuel. When commercial operations were discontinued and the facilities were returned to New York State, there were nearly 2,271,247 liters (nearly 600,000 gallons) of liquid high-level radioactive waste (HLW) in an underground storage tank, there were approximately 750 unprocessed fuel assemblies, and there was a highly contaminated Main Plant Process Building (MPPB). The West Valley Demonstration Project Act of 1980 (the Act) authorized DOE to conduct a cleanup of the site, in cooperation with the New York State Energy Research and Development Authority (NYSERDA), the State agency responsible for managing the property. The Nuclear Regulatory Commission (NRC) license was placed in abeyance and DOE arrived on site in 1981. Since that time, several significant cleanup milestones have been completed, including vitrification (solidification in a glass matrix) of the high level liquid waste, containing approximately 15 million curies, into 275 high level waste canisters and the disposition of more than 19,000 subsequent drums of low-level radioactive waste (LLW); the shipment of the remaining 125 SNF assemblies that were in storage on site; and the shipment of more than 304,800 cubic meters (1,000,000 cubic feet) of LLW for offsite disposal. More recent accomplishments at West Valley have included deactivation and decontamination of the still-very-contaminated MPPB, management of the underground high level waste tanks (4) and their associated vaults (3), and processing and packaging of both legacy waste and waste generated as a result of decommissioning activities. This paper focuses on the high level, greater than Class C, and Transuranic waste challenges at West Valley and the options to address those challenges.

There are approximately 56 million gallons (212km3) of high level waste (HLW) at the U.S. Department of Energy (DOE) Hanford Site. It is scheduled that by the year 2040, the HLW is to be completely transferred to secure double-shell tanks (DST) from the leaking single-tanks (SST) via transfer pipeline system. Blockages have formed inside the pipes during transport because of the variety in composition and characteristics of the waste. These full and partial plugs delay waste transfers and require manual intervention to repair, therefore are extremely expensive, consuming millions of dollars and further threatening the environment. To successfully continue the transfer of waste through the pipelines, DOE site engineers are in need of a technology that can accurately locate the blockages and unplug the pipelines. In this study, the proposed solution to remediate blockages formed in pipelines is the use of a peristaltic crawler: a pneumatically/hydraulically operated device that propels itself in a worm-like motion through sequential fluctuations of pressure in its air cavities. The crawler is also equipped with a high-pressure water nozzle used to clear blockages inside the pipelines. The crawler is now in its third generation. Previous generations showed limitations in its durability, speed, and maneuverability. Latest improvements include an automation of sequence that prevents kickback, a front-mounted inspection camera for visual feedback, and a thinner wall outer bellow for improved maneuverability. Different experimental tests were conducted to evaluate the improvements of crawler relative to its predecessors using a pipeline test-bed assembly. Anchor force tests, unplugging tests, and fatigue testing for both the bellow and rubber rims have yet to be conducted and thus results are not presented in this research. Experiments tested bellow force and response, cornering maneuverability, and straight line navigational speed. The design concept and experimental test results are reported.

Abstract The perforation strategy of Dynamic Underbalance (DUB) created the surging effect to remove debris from the perforation tunnels, thus reducing skin for optimal injectivity in this offshore development water injector well in Malay Basin, Offshore Sarawak. The objective was to inject up to 18,000 bwpd for pressure maintenance purposes. In the design phase, perforation software was used to perform the simulation iterations by sensitizing on the number of empty tubing conveyed perforation (TCP) gun chambers added at the top and bottom of perforation intervals. However, due to small gun size (4-½ in.), limited rat hole length and high static underbalance (1,000 psig), the desired amount of DUB using conventional empty gun volume only was not possible to be achieved. As a result, an innovative approach using two Pressure Operated Tester Valves (POTV's) was proposed, to create additional empty space inside the tubular between the POTVs above the packer. However, this created additional challenges which had to be overcome. Presence of empty tubulars in between the POTVs prevented the required hydraulic pressure transmission through the tubulars to activate the perforation guns via normal hydraulic TCP firing head. Therefore, a specialized firing system was required, which consisted of an acoustic communication system triggering downhole electronics to actuate a standard TCP firing head (Top-Fire Dual) - a first for this type of firing head. The POTV was activated by applying a pre-set annular pressure. Opening lower POTV, after the perforation fired, will create the required DUB surge, around 1,000 psi, which help cleaning up the perforation tunnels. Downhole fast gauges (recording in microseconds range) were run as part of the assembly to measure and to confirm the created DUB effect. Both fast gauges as well as acoustic gauges confirmed that 300 psi DUB was created upon gun firing and around 1,000 psi surging was achieved after the two POTVs were opened. Maximum losses recorded at 525 gallons per minute were observed following perforation. The well's injectivity performance was evaluated by performing step rate test and the result confirmed the well was able to meet higher injection rate than the plan.

Reinforced concrete structures at nuclear power plants in the United States, in particular containment structures, are designed to be extremely robust and rugged. The ruggedness and robustness of containment structures can be attributed to their design basis, which includes pressure and thermal loads from severe reactor and primary coolant circuit accident events. In addition, the inherent structural integrity of these structures is demonstrated by the degree of protection provided against severe natural phenomena, such as earthquake loads, tornado missiles, floods, and fires. To some extent, the design basis also requires an evaluation of the potential for an aircraft impact accident, depending upon proximity of the plant to airports and the potential frequency of take-off and landing accident occurrence. In order to evaluate potential damage to nuclear power plant concrete structures and other hardened concrete structures from accidental or intentional aircraft impact, some analytical and experimental simulations have been carried out over the past two or three decades. The most recent effort was carried out for the U.S. nuclear power industry by EPRI, at the request of the Nuclear Energy Institute (NEI). The EPRI contractors were ABS Consulting of Irvine, California; Anatech Corporation of San Diego, California; and ERIN Engineering and Research, Inc. of Walnut Creek, California. The early phases of the effort were concerned only with nuclear power plant structures that house nuclear fuel, such as PWR and BWR containment structures, PWR and BWR spent fuel storage pools, dry spent fuel storage systems, and spent fuel transportation casks. A classified final report on these early phases was completed in February 2003 and the results have been reported to the U. S. Nuclear Regulatory Commission (NRC). This presentation is based upon the portion of the results that have been released publicly by NEI. The reference aircraft chosen for the analyses is a Boeing 767-400 traveling at a velocity of 350 miles per hour. The maximum takeoff weight for this aircraft is approximately 450,000 pounds, which includes 23,980 gallons of fuel. It has a wingspan of 170 feet, an overall length of 201 feet, a fuselage diameter of 16.5 feet, and two engines weighing 9,500 pounds each. Three representative containment designs were analyzed: (1) reinforced concrete with a ferritic steel liner, (2) post-tensioned concrete with a ferritic steel liner, and (3) free-standing steel surrounded by a reinforced concrete shield building. All containment designs in the United States were represented by one of these three designs. Two spent fuel storage pools were analyzed, one representing typical PWR pools and the other representing typical BWR pools. Both have stainless steel liners. Three representative dry spent fuel storage systems were analyzed: (1) a vertical concrete storage cask encased in steel; (2) a vertical metal storage cask; and (3) a horizontal concrete storage module. Finally, a metal transport cask tied down on a rail car was analyzed. In all containment cases analyzed, no breach of the containment boundary was found, even though substantial damage to the concrete and deformation of the metallic shell or liner was observed. Similarly, the stainless steel pool liners ensure that, although localized crushing and cracking of the concrete walls is observed, no pool cooling water is lost. For the vertical concrete cask, the stainless steel canister housing the spent fuel assemblies is not breached although there was crushing and cracking of the concrete enclosure at the area of impact. For the vertical metal cask, the cask is dented, but not breached. Similarly, although the damage to the horizontal concrete storage module is substantial, there is no breach of the enclosed canister. The analysis of the transport cask showed that the cask body withstands the impact from the direct engine strike without breaching. The forces on the container are comparable to the forces associated with the impact design basis for these casks.