Potential For Weight Reduction Research Articles

Screening for Hyperlipidaemia in Diabetes Mellitus. Relationship to Glycaemic Control

Diabetic patients have an increased risk of developing cardiovascular disease which, in part, may be due to lipid abnormalities. Our aim was to establish from an initial screening programme what proportion of diabetic patients attending a routine diabetic outpatient clinic had hyperlipidaemia despite having good or acceptable glycaemic control. We screened 299 randomly selected diabetic patients to assess the prevalence of hyperlipidaemia and its relationship to glycaemic control. Twenty-eight per cent had hyperlipidaemia (defined as cholesterol greater than 6.5 mmol/L and/or non-fasting triglycerides greater than 3 mmol/L). Of these hyperlipidaemic patients, 71% had good or acceptable glycaemic control as defined by a glycated haemoglobin value of less than 10%. Approximately 40% of type 2 diabetic patients had body mass index values outside recommended targets indicating the potential of weight reduction in this group as a treatment modality. Our results indicate that the majority of hyperlipidaemic diabetic patients had good or acceptable glycaemic control, and as such these patients are potential candidates for specific lipid lowering therapy.

Surface Ship Machinery —Assessing Weight Reduction Potential

ABSTRACTPropulsion, electrical and auxiliary machinery, together with fuel occupies approximately 40 percent of the displacement of current surface combatants. Improved technologies, collectively applied, have the potential to reduce this machinery/fuel fraction to less than 30 percent of displacement, while simultaneously improving other ship performance characteristics. This weight based analysis compares a variety of developmental machinery systems for surface combatants. Propulsion, ship service, and auxiliary system candidates are examined individually and in combinations, with the resultant system weight reduction reflecting improved machinery efficiency and power density. Together with consideration of signature reduction, development status and other salient factors, the calculated improvements support the vigorous development of regenerated gas turbine engines which concurrently reduce fuel rates and stack temperatures; integration of propulsion and ship service power generation; reversing transmission, especially electrically driven, nacelle mounted, contrarotating propeller systems with the potential for significantly reduced cavitation noise; composite shafting; and lighter, more efficient auxiliary machinery.

A New Concept of High-Performance Marine Reversing Reduction Gears

This paper presents a brief description and several illustrations of a new concept of marine reversing gears that utilize high-performance differentially driven epicyclic gear arrangements. This new marine power transmission has the potential to offer high reliability, simplicity, light weight, high mechanical efficiency, compactness, and technological compatibility with aircraft derivative marine gas turbine engines. Further, this new reversing gear minimizes the danger of driving the free turbine in reverse as might be the case with conventional parallel shaft reversing gear arrangements. To illustrate the weight reduction potential, a modern naval ship propulsion system utilizing an aircraft derivative gas turbine engine as the prime mover in conjunction with a conventional parallel shaft reversing gear can be compared to the subject reversing gear differential. A typical 18,642 kW (25,000 hp) marine gas turbine engine might weigh approximately 5000 kg (11,000 lb) and a conventional marine technology parallel shaft reversing gear might weigh on the order of 90,000 to 136,000 kg (200,000 to 300,000 lb). Using gear technology derived from the aircraft industry, a functionally similar differentially driven marine reversing gear might weigh approximately 13,600 kg (30,000 lb).

Effects of cooling rate on the mechanical properties of dual phase treated vanadium steels

For fuel savings as well as energy and resource requirement, high strength low alloy steels (HSLA) are of particular interest to automobile industry because of the potential weight reduction which can be achieved by using thinner section of these steels to carry the same load and thus to improve the fuel mileage. Dual phase treatment has been utilized to obtain superior strength and ductility combinations compared to the HSLA of identical composition. Recently, cooling rate following heat treatment was found to be important to the tensile properties of the dual phase steels. In this paper, we report the results of the investigation of cooling rate on the microstructures and mechanical properties of several vanadium HSLA steels.The steels with composition (in weight percent) listed below were supplied by China Steel Corporation: 1. low V steel (0.11C, 0.65Si, 1.63Mn, 0.015P, 0.008S, 0.084Aℓ, 0.004V), 2. 0.059V steel (0.13C, 0.62S1, 1.59Mn, 0.012P, 0.008S, 0.065Aℓ, 0.059V), 3. 0.10V steel (0.11C, 0.58Si, 1.58Mn, 0.017P, 0.008S, 0.068Aℓ, 0.10V).

High-performance composite material airframe weight and cost estimating relations

Estimates of the weight reduction potential of using advanced composite materials in high-performance aircraft airframes are presented. A conventional, all-aluminum airframe is established as the reference configuration for comparison purpose, with the alternate use of other homogeneous metals, viz, titanium and beryllium, also considered. Advanced composites discussed in detail include boron/epoxy, graphite/epoxy, and an organic filament/epoxy. Cost factors are estimated in order to keep the significance of the various weight reduction factors in proper perspective. Conventional sheet and stringer construction will eventually be modified to take advantage of the unique characteristics of composite materials in achieving maximum structural efficiency. Therefore, the influence of advanced construction technology on weight and cost factors is also considered. Numerical examples representing applications to specific vehicle airframes are presented, indicating the significance of the estimated airframe weight savings in terms of vehicle performance increases.

Titanium diffusion-bonded honeycomb - Optimum structure for material, joining medium, and configuration.

Diffusion-bonded titanium honeycomb has been developed as an outgrowth of all-welded honeycomb in steel and superalloy materials. Uniqueness of the basic concept lies in the minute flanges formed on the core ribbons, which are micro-spot-welded to the skins and in the nesting of ribbons at nodes. High reliability of sandwich panel is achieved by ribbonby-ribbon installation and automatic welding. Structural components are then fabricated from the panels by conventional shop practices: cutting, forming, crushing, and welding. The lack of a foreign bonding agent reduces weight, eliminates contamination, and eliminates temperature limitations other than the skin material itself. Structural integrity has been proven in the extreme heat and sonic environments of steel thrust reversers on commercial aircraft. Typical applications for welded steel, with 30% weight reduction potentials, compared to brazed steel, are engine components, doors, thrust reversers, nozzles, and heat shields. The initial step for titanium diffusion-bonded honeycomb is identical to that of steel, fabrication of panel on a special welding machine. Then the diffusion bonding is achieved by a simple vacuum-anneal heat treatment, during which diffusion occurs at the core-toface sheet interface and at the nodal point connections of the core ribbons. Titanium honeycomb shows strength/weight 50% better than brazed steel honeycomb with fatigue tension KT « 1.5.