Once upon a time, there was a fabulous funambulist: What children learn about the “high-level” vocabulary they encounter while listening to stories

Previous research has shown that listening to stories supports vocabulary growth in preschool and school-aged children and that lexical entries for even very difficult or rare words can be established if these are defined when they are first introduced. However, little is known about the nature of the lexical representations children form for the words they encounter while listening to stories, or whether these are sufficiently robust to support the child’s own use of such ‘high-level’ vocabulary. This study explored these questions by administering multiple assessments of children’s knowledge about a set of newly-acquired vocabulary. Four- and 6-year-old children were introduced to nine difficult new words (including nouns, verbs and adjectives) through three exposures to a story read by their class teacher. The story included a definition of each new word at its first encounter. Learning of the target vocabulary was assessed by means of two tests of semantic understanding – a forced choice picture-selection task and a definition production task – and a grammaticality judgment task, which asked children to choose between a syntactically-appropriate and syntactically-inappropriate usage of the word. Children in both age groups selected the correct pictorial representation and provided an appropriate definition for the target words in all three word classes significantly more often than they did for a matched set of non-exposed control words. However, only the older group was able to identify the syntactically-appropriate sentence frames in the grammaticality judgment task. Further analyses elucidate some of the components of the lexical representations children lay down when they hear difficult new vocabulary in stories and how different tests of word knowledge might overlap in their assessment of these components

The energy consumption mechanisms of a power-split hybrid electric vehicle in real-world driving

With increasing costs of fossil fuels and intensified environmental awareness, low carbon vehicles, including hybrid electric vehicles (HEVs), are becoming more popular for car buyers due to their lower running costs. HEVs are sensitive to the driving conditions under which they are used however, and real-world driving can be very different to the legislative test cycles. On the road there are higher speeds, faster accelerations and more changes in speed, plus additional factors that are not taken into account in laboratory tests, all leading to poorer fuel economy. Future trends in the automotive industry are predicted to include a large focus on increased hybridisation of passenger cars in the coming years, so this is an important current research area. The aims of this project were to determine the energy consumption of a HEV in real-world driving, and investigate the differences in this compared to other standard drive cycles, and also compared to testing in laboratory conditions. A second generation Toyota Prius equipped with a GPS (Global Positioning System) data logging system collected driving data while in use by Loughborough University Security over a period of 9 months. The journey data was used for the development of a drive cycle, the Loughborough University Urban Drive Cycle 2 (LUUDC2), representing urban driving around the university campus and local town roads. It will also have a likeness to other similar driving routines. Vehicle testing was carried out on a chassis dynamometer on the real-world LUUDC2 and other existing drive cycles for comparison, including ECE-15, UDDS (Urban Dynamometer Driving Schedule) and Artemis Urban. Comparisons were made between real-world driving test results and chassis dynamometer real-world cycle test results. Comparison was also made with a pure electric vehicle (EV) that was tested in a similar way. To verify the test results and investigate the energy consumption inside the system, a Prius model in Autonomie vehicle simulation software was used. There were two main areas of results outcomes; the first of which was higher fuel consumption on the LUUDC2 compared to other cycles due to cycle effects, with the former having greater accelerations and a more transient speed profile. In a drive cycle acceleration effect study, for the cycle with 80% higher average acceleration than the other the difference in fuel consumption was about 32%, of which around half of this was discovered to be as a result of an increased average acceleration and deceleration rate. Compared to the standard ECE-15 urban drive cycle, fuel consumption was 20% higher on the LUUDC2. The second main area of outcomes is the factors that give greater energy consumption in real-world driving compared to in a laboratory and in simulations being determined and quantified. There was found to be a significant difference in fuel consumption for the HEV of over a third between on-road real-world driving and chassis dynamometer testing on the developed real-world cycle. Contributors to the difference were identified and explored further to quantify their impact. Firstly, validation of the drive cycle accuracy by statistical comparison to the original dataset using acceleration magnitude distributions highlighted that the cycle could be better matched. Chassis dynamometer testing of a new refined cycle showed that this had a significant impact, contributing approximately 16% of the difference to the real-world driving, bringing this gap down to 21%. This showed how important accurate cycle production from the data set is to give a representative and meaningful output. Road gradient was investigated as a possible contributor to the difference. The Prius was driven on repeated circuits of the campus to produce a simplified real-world driving cycle that could be directly linked with the corresponding gradients, which were obtained by surveying the land. This cycle was run on the chassis dynamometer and Autonomie was also used to simulate driving this cycle with and without its gradients. This study showed that gradient had a negligible contribution to fuel consumption of the HEV in the case of a circular route where returning to the start point. A main factor in the difference to real-world driving was found to be the use of climate control auxiliaries with associated ambient temperature. Investigation found this element is estimated to contribute over 15% to the difference in real-world fuel consumption, by running the heater in low temperatures and the air conditioning in high temperatures. This leaves a 6% remainder made up of a collection of other small real-world factors. Equivalent tests carried out in simulations to those carried out on the chassis dynamometer gave 20% lower fuel consumption. This is accounted for by degradation of the test vehicle at approximately 7%, and the other part by inaccuracy of the simulation model. Laboratory testing of the high voltage battery pack found it constituted around 2% of the vehicle degradation factor, plus an additional 5% due to imbalance of the battery cell voltages, on top of the 7% stated above. From this investigation it can be concluded that the driving cycle and environment have a substantial impact of the energy use of a HEV. Therefore they could be better designed by incorporating real-world driving into the development process, for example by basing control strategies on real-world drive cycles. Vehicles would also benefit from being developed for use in a particular application to improve their fuel consumption. Alternatively, factors for each of the contributing elements of real-world driving could be included in published fuel economy figures to give prospective users more representative values

The development of a superconducting undulator for the ILC positron source.

The ILC positron source relies upon a ~200 m long superconducting helical undulator in order to generate the huge flux of gamma photons required. The period is only 11.5 mm but the field strength is ~1 T. The UK is building and testing a full scale 4 m long ILC cryomodule at the moment. It will be completed in 2008 and the results used to demonstrate the feasibility of the full (200 m long) syste

Biochemical parameters of silver catfish (Rhamdia quelen) after transport with eugenol or essential oil of Lippia alba added to the water

The transport of live fish is a routine practice in aquaculture and constitutes a considerable source of stress to the animals. The addition of anesthetic to the water used for fish transport can prevent or mitigate the deleterious effects of transport stress. This study investigated the effects of the addition of eugenol (EUG) (1.5 or 3.0 mu L L-1) and essential oil of Lippia alba (EOL) (10 or 20 mu L L-1) on metabolic parameters (glycogen, lactate and total protein levels) in liver and muscle, acetylcholinesterase activity (AChE) in muscle and brain, and the levels of protein carbonyl (PC), thiobarbituric acid reactive substances (TBARS) and nonprotein thiol groups (NPSH) and activity of glutathione-S-transferase in the liver of silver catfish (Rhamdia quelen; Quoy and Gaimard, 1824) transported for four hours in plastic bags (loading density of 169.2 g L-1). The addition of various concentrations of EUG (1.5 or 3.0 mu L L-1) and EOL (10 or 20 mu L L-1) to the transport water is advisable for the transportation of silver catfish, since both concentrations of these substances increased the levels of NPSH antioxidant and decreased the TBARS levels in the liver. In addition, the lower liver levels of glycogen and lactate in these groups and lower AChE activity in the brain (EOL 10 or 20 mu L L-1) compared to the control group indicate that the energetic metabolism and neurotransmission were lower after administration of anesthetics, contributing to the maintenance of homeostasis and sedation status.Fundacao de Amparo a Pesquisa do Estado do Rio Grande do Sul (FAPERGS/PRONEX) [10/0016-8]; Conselho Nacional de Pesquisa e Desenvolvimento Cientifico (CNPq) [470964/2009-0]; Coordenacao de Aperfeicoamento de Pessoal de Nivel Superior (CAPES); CNPqinfo:eu-repo/semantics/publishedVersio

Characterisation of the muon beams for the Muon Ionisation Cooling Experiment

A novel single-particle technique to measure emittance has been developed and used to characterise seventeen different muon beams for the Muon Ionisation Cooling Experiment (MICE). The muon beams, whose mean momenta vary from 171 to 281 MeV/c, have emittances of approximately 1.2–2.3 π mm-rad horizontally and 0.6–1.0 π mm-rad vertically, a horizontal dispersion of 90–190 mm and momentum spreads of about 25 MeV/c. There is reasonable agreement between the measured parameters of the beams and the results of simulations. The beams are found to meet the requirements of MICE

Intercalibration of the barrel electromagnetic calorimeter of the CMS experiment at start-up

Calibration of the relative response of the individual channels of the barrel electromagnetic calorimeter of the CMS detector was accomplished, before installation, with cosmic ray muons and test beams. One fourth of the calorimeter was exposed to a beam of high energy electrons and the relative calibration of the channels, the intercalibration, was found to be reproducible to a precision of about 0.3%. Additionally, data were collected with cosmic rays for the entire ECAL barrel during the commissioning phase. By comparing the intercalibration constants obtained with the electron beam data with those from the cosmic ray data, it is demonstrated that the latter provide an intercalibration precision of 1.5% over most of the barrel ECAL. The best intercalibration precision is expected to come from the analysis of events collected in situ during the LHC operation. Using data collected with both electrons and pion beams, several aspects of the intercalibration procedures based on electrons or neutral pions were investigated

Simulation study on the measured difference in fuel consumption between real-world driving and ECE-15 of a hybrid electric vehicle

Hybrid electric vehicles (HEVs) are sensitive to the driving conditions under which they are used, leading to greater fuel consumption than quoted by the manufacturer, and therefore higher CO emissions. Real-world driving can be very different from the legislative drive cycles as speeds are greater, there are faster changes in speed, and these changes occur at a greater frequency. This study aims to investigate where the differences between real-world driving and the ECE-15 urban drive cycle occur through development of a real-world drive cycle and via a system simulation study. A second generation 2004 Toyota Prius equipped with a GPS (Global Positioning System) data logging system was used to collect data while in use by Loughborough University Security over a period of 9 months. These data were used for the development of a drive cycle, Loughborough University Urban Drive Cycle (LUUDC), representing urban driving around the university campus and local urban area. The same vehicle was tested on a chassis dynamometer on the LUUDC against the ECE-15 cycle and others. Fuel consumption was measured and CO emissions were calculated and compared. A model based on Autonomie vehicle simulation software was used to simulate and analyse the differences. The test and modelling results showed higher fuel consumption on LUUDC than ECE-15. The reasons for this will be discussed in this paper

Electron-muon ranger: performance in the MICE muon beam

The Muon Ionization Cooling Experiment (MICE) will perform a detailed study of ionization cooling to evaluate the feasibility of the technique. To carry out this program, MICE requires an efficient particle-identification (PID) system to identify muons. The Electron-Muon Ranger (EMR) is a fully-active tracking-calorimeter that forms part of the PID system and tags muons that traverse the cooling channel without decaying. The detector is capable of identifying electrons with an efficiency of 98.6%, providing a purity for the MICE beam that exceeds 99.8%. The EMR also proved to be a powerful tool for the reconstruction of muon momenta in the range 100–280 MeV/c