Study of Brake Wear Particle Emissions: Impact of Braking and Cruising Conditions.

A novel measurement setup is designed, constructed, and validated by theoretical simulations and by experiments enabling sensitive and loss-free brake particle emission investigations. With the goal to simulate realistic driving, a 3 h subsection of the Los Angeles City Traffic (LACT) cycle is selected as test cycle. The tests are performed with the front brake of a midsize passenger vehicle under both static laboratory and more dynamic realistic conditions that include parasitic drag and vehicle brake temperatures (advanced vehicle simulations). A PM10 emission factor of around 4.6 mg km-1 brake-1 is determined. During five cycle runs the emission factor in terms of particle number decreases by 1 order of magnitude. This decrease is accompanied by a shift of the critical brake temperature Tcrit, at which ultrafine particle emissions occur, from 140 to 170 °C. Investigations with advanced vehicle simulations generate brake temperatures below Tcrit and consequently do not show ultrafine particle emissions above background level. A particle number emission factor of approximately 4.9 × 1010 km-1 brake-1 is estimated for realistic vehicle brake temperatures. Particle formation during cruising is clearly identified. The brake drag is estimated to contribute about 34% to the total airborne particle mass emission.

Capacitive ECG Monitoring in Cardiac Patients During Simulated Driving.

OBJECTIVE: This study aims to compare the informative value of a capacitively coupled electrocardiogram (cECG) to a conventional galvanic reference ECG (rECG) in patients after a major cardiac event under simulated driving conditions. Addressed research questions are the comparison and coherence of cECG and rECG by means of the signal quality, the artifact rate, the rate of assessable data for differential diagnosis, the visibility of characteristic ECG structures in cECG, the precision of ECG time intervals, and heart rate (in particular, despite possible waveform deformations due to the cardiac preconditions). METHODS: In a clinical trial, cECG and rECG data were recorded from ten patients after a major cardiac event. The cECG and rECG data were blindly evaluated by two cardiologists with regard to signal quality, artifacts, assessable data for differential diagnosis, visibility of ECG structures, and ECG time intervals. The results were statistically compared. RESULTS: The cECG presented with more artifacts, an inferior signal quality, and less assessable data. However, when the data were assessable, determination of the ECG interval lengths was coherent to the one obtained from the rECG. CONCLUSION: When the signal quality is sufficient, the cECG yields the same informative value as the rECG. SIGNIFICANCE: For certain scenarios, cECG might replace rECG systems. Hence, it is an important research question whether a similar amount of information can be obtained using a cECG system.

Capacitive ECG recording and beat-to-beat interval estimation after major cardiac event.

Today, heart diseases are the most common cause of death in the U.S.. Due to improved healthcare, more and more patients survive a major cardiac event, e.g. a heart attack. However, participation in everyday activity (e.g. driving a car) can be impaired afterwards. Patients might benefit from heart activity monitoring while driving using a capacitive ECG (cECG). However, it is unknown whether cECG is an appropriate monitoring tool for such patients. In this work, first results from a study including 10 patients having survived at least one major cardiac event are presented. It is shown that cECG can be used to diagnose heart rhythm deviations and estimate beat-to-beat intervals similar to conventional ECG.