All decks
  • knoxdata

    KnoxData info slide to be used at meetups and when guest speaking at other events.

  • Copy of KnoxPy

    Banner slide for KnoxPy

  • KnoxPy: Inside Dash

    Presented at the May KnoxPy meetup.

  • kenya_urban_transportation

  • Building a CAD Workflow

  • knoxdata-april202017

  • knox3dp-meeting-six

  • knox3dp-meeting-five

  • Knox3DP Meeting Four

    3D Scanning

  • Knox3DP Meeting Three

  • Knox3dp Meeting Two

  • knox3dp-1st-meetup

  • Copy of Building With Shiny

    Short talk about lessons learned to lead a team to develop an interactive visualization tool using the Shiny Framework in R.

  • Building With Shiny

    Short talk about lessons learned to lead a team to develop an interactive visualization tool using the Shiny Framework in R.

  • mycpp

    Short talk about lessons learned to lead a team to develop an interactive visualization tool.

  • c-c-composite-piston

    MSE 652 High Performance Fibers UTK

  • ce595final

    Final Presentation on 595 Project

  • Plans for ITS Project: Can active safety reduce vehicle weight?

    Here's a brief intro on a paper concept that I am working on in the Intelligent Transportation Systems arena. Passive safety elements have been added over time to reduce crash injuries and fatalities at the expense of increased vehicle weight. With increased demands of fuel economy pushing automakers to look at all opportunities to reduce vehicle weight, can an appreciable change in vehicle weight be found by moving from passive safety to active safety? This is a little primer to start looking. Comments / suggestions are welcome and key.

  • Can active safety reduce vehicle weight?

    Here's a brief intro on a paper concept that I am working on in the Intelligent Transportation Systems arena. Passive safety elements have been added over time to reduce crash injuries and fatalities at the expense of increased vehicle weight. With increased demands of fuel economy pushing automakers to look at all opportunities to reduce vehicle weight, can an appreciable change in vehicle weight be found by moving from passive safety to active safety? This is a little primer to start looking. Comments / suggestions are welcome and key.

  • SCI Big Data for Cleveland

    Short summary of where the ESE 697 class has explored in assisting Cleveland to use data they have and what kinds of data they should seek to help their resident's needs for a sustainable future.

  • sienginetrends

    It is well known that spark ignited engine performance and efficiency is closely coupled to fuel octane number. The present work combines historical and recent trends in spark ignition engines to build a database of engine design, performance, and fuel octane requirements over the past 80 years. The database consists of engine compression ratio, required fuel octane number, peak mean effective pressure, specific output, and combined unadjusted fuel economy for passenger vehicles and light trucks. Recent trends in engine performance, efficiency, and fuel octane number requirement were used to develop correlations of fuel octane number utilization, performance, specific output. The results show that historically, engine compression ratio and specific output have been strongly coupled to fuel octane number. However, over the last 15 years the sales weighted averages of compression ratios, specific output, and fuel economy have increased, while the market fuel octane has remained unchanged. Using the developed correlations, 10-year-out projections of engine performance, design, and fuel economy are estimated for various fuel octane numbers, both with and without turbocharging. The 10-year-out projection suggest that a power neutral scenario with 105 RON fuel is the only feasible path to meet CAFE targets if only the engine is relied upon to decrease fuel consumption. If fuel octane