Interactive effects of the LIVC, geometrical compression ratio, spark timing and air-to-fuel ratio on the fuel economy, WOT torque, knock intensity and exhaust temperature were deeply investigated.
When combining the non-linearity of the EMG torque relationship and non-linearity of the superimposed triplet-torque relationship, the EMG torque relationship indicates that a large amount of extra EMG produces relatively little extra torque at high intensities.
The optimization objective is to maximize the fuel economy, under the restriction conditions of WOT torque reduction percentage, knock intensity, and exhaust temperature.
From the measured characteristics, the program simulates the operation of the motor, calculating its torque, rpm and current intensity, as a function of time.
It has been known that when a muscle group is stimulated with constant intensity, the generated torque gradually decreases [22, 23].
It has been known that when a muscle group is stimulated with constant intensity, the generated torque gradually decreases [ 22, 23].
As all our subjects were very experienced at maintaining stable torque levels at all contraction intensities, it was rarely necessary to repeat a measurement.
Hence, exact asymptotic expansions of the Fredholm equation solution, the stress intensity factor and the torque are derived for the case of a shallow crack.
Following the measurement of MVC of dorsiflexor muscles, a series of quick-release trials was performed, in which three stimulus conditions were used in the following order: (1) 50-Hz stimulation with submaximal intensity eliciting a dorsiflexion torque of 15%MVC, (2) 50-Hz stimulation with supramaximal intensity, and (3) 20-Hz stimulation with supramaximal intensity.
The continuing consistent decrement of the triplet torque increment with increase in contraction intensity was denoted by the overall negative slope (−0.13 ± 0.05 across days and angles), which was not different between days and angles.
