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redpajama_set_name: RedPajamaCommonCrawl


text:
Q: Extract integers from a character string in C I'm doing an assignment where I have to extract numbers from a string put in by the user. I am having a very hard time on how to extract single digits and multiple digits from a string that as input can have anything, something like '4 33 coding 2 22is4fun2todo'. How can I extract these integers from this string and store the numbers in a separate array? I now have the following but it's not working:
#include <stdio.h>  // endables input/output commands
#include <stdlib.h> // enables standard library of functions

// main
int main(int argc, char *argv[]) {

char input[1000];
    for (int i = 0; ; i++) {
        scanf("%s" , &input[i]);
        if ('\n') {
            break;
        }
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int lengthInput;
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int number[lengthInput];

for (int i = 0; i < lengthInput; i++) {
    if ((input[i] >= '0') && (input[i] <= '9' - '0')) {
        input[i] = number;
    }
}
    return 0;
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redpajama_set_name: RedPajamaStackExchange


text:
Home Boat Design Forums > Design > Propulsion > Electric Propulsion >
Estimating Electric Consumption
Discussion in 'Electric Propulsion' started by Jedidiah, Mar 18, 2018.
Likes: 0, Points: 1
Location: Chesapake Beach, MD
Captain Canuck Junior Member
DCockey said: ↑
How does a propeller know if an electric motor or a Diesel engine is powering it if the shaft is turning at the same speed? As Joakim said a Diesel engine can have a reduction gear to turn the shaft at the same speed with the same torque/power as an electric motor.
What definition of "efficiency" are you using?
You don't use the same prop for an electric setup as you do for a diesel, the same way you don't use the same transmission in an electric car as in a gas car. To do so would greatly diminish the advantages of an electric drive. I know a guy who makes electric dinghy motors. He uses a huge props for the size of motor because he turns the prop at pre-cavitation speeds, usually under 600rpm. This increases the efficiency tremendously. He gets 90%+ vs the 40-60% typically seen with outboards. He gets an hour of full throttle out of a single 48V lithium battery that weighs about 10 lbs.
Efficiency in this instance is measured in kw consumed per unit of distance traveled. My old diesel would run at about .5 gal of fuel for every 1 hour of cruising speed. If we take the crankshaft rating at face value (11.8kw), that means it takes 6kwh of power to move the boat for 1 hour at cruising speed, turning the prop at 954 rpm. I expect my new setup to do the same with about 3kWh, halving the number of kw used per unit of distance, and turning the prop at a somewhat slower 850rpm-ish. This is just an estimate. I'll get real numbers once I'm back in the water.
Captain Canuck, Mar 28, 2019
Likes: 183, Points: 63, Legacy Rep: 1485
Location: Midcoast Maine
DCockey Senior Member
Captain Canuck said: ↑
You don't use the same prop for an electric setup as you do for a diesel, the same way you don't use the same transmission in an electric car as in a gas car. To do so would greatly diminish the advantages of an electric drive.
Correct. Usually the claims of less power needed with a electric motor include using a more efficient propeller with the electric motor. But the same more efficient propeller could be used with a Diesel or gasoline engine with appropriate reduction gear.
If we take the crankshaft rating at face value (11.8kw), that means it takes 6kwh of power to move the boat for 1 hour at cruising speed, turning the prop at 954 rpm. I expect my new setup to do the same with about 3kWh, halving the number of kw used per unit of distance, and turning the prop at a somewhat slower 850rpm-ish.
This has a fundamental error but unfortunately not uncommon error. Engine and motor power and torque ratings are maximum values. The engine or motor produces the power needed to turn the propeller shaft (or propel the car, etc) which usually is a fraction of the maximum rated power. The power required to turn the shaft is independent of the source of that power.
Captain Canuck, you might want to spend some time reviewing previous threads about electric propulsion for boats where the claims of less power needed when an electric motor is used for propulsion have been discussed..
David Cockey
DCockey, Mar 28, 2019
...unless the momentum of the idling diesel can't overcome the inertia of the prop, causing it to stall, in which case there is no comparison - an electric can do it, a diesel cannot.
But let's assume it can overcome the inertia and starts up fine. The bigger prop will put a heavier load on the diesel, causing it to reach cruising speed at a lower RPM. This may put the diesel in a less efficient spot on the motor's torque curve, causing a higher gallons/knot consumption rate. This is why motor calculators are very specific about what prop you should use based on the motor's HP rating - they're trying to hit the most efficient point of the motor's range.
Conversely, If you look at the dyno output on an electric motor, it typically curves up to about 25% power, then flattens out, dropping a bit at max rpm. This gives you about 65% of the full RPM range at max efficiency. No combustion motor even made can do this. You want your gearing correct not because of the torque curve, but because running the motor too slowly for a given power will overheat it and burn it out. When doing you prop calculations for electric motors, you need to work the formulas backwards, starting with the prop and figuring out what motor and gear ratio will fit it best.
You're correct that turning x shaft at y speed always requires the same amount of mechanical power. However, if a diesel converts 60% of it's input energy to waste heat and 40% into mechanical power, and an electric converts 8% of it's input energy to waste heat and 92% of it's input energy into mechanical power, clearly the electric is more efficient. Electrics also don't have the vampiric losses that diesels do, like water pumping, alternators, etc.
Or change the gear ratio of the reduction gear so that the engine runs at the desired speed.
When doing you prop calculations for electric motors, you need to work the formulas backwards, starting with the prop and figuring out what motor and gear ratio will fit it best.
The same can be done with internal combustion engines.
And then there is the question of where does the electric power come from and what is the overall system efficiency including power generation. That doesn't have anything to do with propeller selection.
Hah! Good luck with that. Not many people have the mathematical, mechanical, and custom fabrication skills to accomplish this feat. Off the shelf transmissions tend to run thin in marine diesel land.
Sure, but there's little point, as the variety of marine diesels available are as thin as the transmission choices.
Yes, let's consider generation and delivery of power. Because then we get to talk about where diesel comes from and the energy required to drill it, refine it, and move it to your boat. Every step away from the boat electric gains a bigger and bigger advantage, especially if the electricity is from a renewable source.
And then there's the fuel itself... I can regenerate some of my fuel while sailing. Even assuming I don't, it will cost about $1 for a full charge, which is the equivalent of 1/3 of a gallon of diesel at current prices. I can go easily 3 times farther for the money. I can also regen while I sail, so theoretically I can cycle through cruising and regen sailing until my sails wear out.
gonzo Senior Member
Yes, and no. Just like electric cars, electric boats need a different powertrain design to work properly. If you simply slap an electric motor onto a diesel powertrain, it will work, but not as well as it could. To really realize the gains from an electric motor, you need to rethink both the prop and the transmission.
An electric motor can run a bigger prop at a slower speed to generate the same thrust, gaining efficiency in the process. Generally speaking, the less cavitation you can generate, the more efficient the prop becomes. Ideally, you'd run a big prop slow enough to not generate any cavitation at all, giving you the most efficient thrust possible. Most sailboats can't support a prop anywhere near that size, so you have fit as best you can.
That is not correct. There is no design restriction that makes electric motor run at lower RPMs than the diesels at the same power output. That assumes a motor of usual configuration. Propellers should have no cavitation unless designed to operate in that mode. It is irrelevant what kind of motor inputs the power into the propeller. If it cavitates, the propeller was not correctly specified. However, if you bolt on an electric motor that generates equal power at the same RPMs as a diesel, then it is a direct swap.
gonzo, Mar 28, 2019
That is not correct. They are several families of windings for electric motor. Each has a characteristic torque/power curve. Further, you are not counting the losses incurred in generating electricity, the losses during charge/discharge cycles of the batteries or caused by resistance.
Finally, vampires do not suck diesel fuel off engines.
gonzo said: ↑
No one is arguing that, for a given prop to turn at x speed, y torque must be applied to it regardless of source. Though apparently some people still think that a diesel and an electric consume the same amount of energy to produce that torque, which is incorrect.
Of course, but since we're talking about motors used for driving boats, we can dispense with those that can't (or, at least shouldn't) be used for that purpose. While I suppose you *can* use a 300lb slow-turning 20hp motor to power your 30ft boat, I wouldn't advise it.
Yes, let's talk about that. Transmission losses in MD, where I live, are 9.5%. But that doesn't matter to me, because I pay for what I consume, not what they transmit. Anyway, charging losses are about 5%ish. Discharging losses on lithium batteries are less than that, somewhere around 1%. I'm converting from DC to AC to drive the induction motor, so that consumes about 4%. The motor I'm using is 92% efficient. Figure about 4% for transmission losses (it's not a transmission, really, just a gear reducer, there's no clutch, no gears to reverse the power, and no oil - just a simple belt and two sprockets) to get that motive energy to the prop. Add them all up and you're at around 78%. Even if you add in the power plant transmission losses, you're still around 70%. Let's be super duper conservative and go with an overall efficiency of 50%, power plant to prop. Sounds pretty bad, right?
Now let's look at the base efficiency for the average marine diesel, which is about 40%. Then you have to add in the losses to the water pump to cool your relatively inefficient motor, and the losses to get the power from the crankshaft to the prop. Clutch, gears, coupler, etc. Let's give that about 10% overall, putting you at 36%.
Now let's talk about transmission losses for diesel. At the absolute minimum you have to find it, drill for it, pump it, transport it, refine it, transport it again, and finally put it in your tank. Since moving a liquid long distances can end in spillage, or pipeline breaks, or oil rigs causing the gulf of mexico to turn black, etc, you have to factor in lost fuel due to spillage in the supply chain. How much do all these little inefficiencies add up to? But wait, there's more!
If you don't use all your diesel in a given season, you have to stabilize it. That adds more loss. Or polish it. More loss. Or toss it. Even more loss.
Realistically, your diesel is probably running 25% efficient, well to prop, possibly even less. And then there's what happens on the *other* end. What's the efficiency loss of having to clean up all that carbon and particulates you just dumped into the water? If your boat is pre-2000, there are likely no emissions equipment on it at all, meaning 100% of the spew is going into the water of your choice. For a diesel, that's 19.64 lbs of carbon per gallon burned, plus particulates and a chemical cocktail that's a class 1 carcinogen. To be fair, charging my batteries will produce about 5.6lbs of carbon with an average MD mix, without the cocktail aftertaste. That puts it at 4x cleaner than the diesel I replaced, and the pollution isn't going into the water I sail on.
Though apparently some people still think that a diesel and an electric consume the same amount of energy to produce that torque, which is incorrect.
Who would that be? I have not seen any such claims.
How do you define consumption?
Efficiency is a totally different subject. You claim that the electric engine somewhat keeps a propeller from cavitating, which makes no sense. Propeller velocity, regardless of power source, is what causes it. Further, you make claims for all types of electric motors. Using a huge heavy diesel engine for a small boat would make no sense either. However, you are not stating which kind of electric motor has the performance you claim.
Likes: 51, Points: 28, Legacy Rep: 422
Joakim Senior Member
Regarding prop rpm: E.g. you can take an engine from VP D1-series and fit it with a standard 2.63-2.74:1 transmission. The recommended max rpm is 2800-3200. Fitting the prop to 2800 rpm (you can go lower, especially, if you don't plan to use WOT) would give about 1050 prop rpm at WOT. Cruising speed would easily be 600 rpm or even less, if you choose a bit overpowered engine. Cavitation is not a problem in most sailboat installations despite they typically use 1200-1500 WOT prop rpm.
E.g. I have MD2020 with 2.47:1 gear ratio in a 6 tonne sailboat. At WOT prop rpm is 1350 rpm at 7.4 knots with a 16x11. Propeller software shows no problems with cavitation and 56% open water efficiency. At 6.4 knots cruising speed prop rpm is about 1000 rpm and efficiency 62%. At lower cruising speed (6 knots) it may be 900 rpm and 63%.
If I would have a clearly lower prop rpm, I could get better values, but not by a huge amount. E.g. with WOT 870 rpm I could get 62% with a huge 20x15 propeller. It would give 670 rpm and 67% at cruising speed and 600 rpm 68% at lower cruising speed. Thus about 10% saving in engine power used at all points with a cost of much bigger propeller.
Going very big, say 30x30 at 380 prop rpm WOT would give 72%, 300 rpm 75% cruising and 270 75% slower cruising. Even that would give only 20% saving in power at cruising speed. I haven't seen any electric installations for normal boats go that low in prop rpm.
It's a different story when you go to very low powers (human power and very small electric). Then you can use foil and propeller shapes more typical for airplanes and propeller efficiencies can be even 90%. Or if for some reason the diesel prop is unusually inefficient.
I suggest you study the results of HYMAR EU project. There's a lot about efficiency of a diesel vs. electric in a sailboat application.
Joakim, Mar 29, 2019
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Art for everyone
December 12, 2019 - John Threlfall
Tjosvold at work. Photo: Geoff Howe
Theatre grad Tiffany Tjosvold's Embrace Arts Foundation ushers in a new stage of dance training for mixed-ability artists.
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Keywords: accessibility, health, art
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Mushfiqur Rahim celebrates his and Bangladesh's first Test double century.
GALLE — Captain Mushfiqur Rahim became the first Bangladesh player to record a Test double-century as the tourists posted their highest-ever score on day four against Sri Lanka in Galle today.
Mohammad Ashraful had looked on course to reach the landmark as he resumed on 189 not out, but he was only able to add one more to his total before perishing, leaving Mushfiqur to go on and claim the honour.
The skipper – who was 152 not out overnight – hit exactly 200 before being trapped lbw by Nuwan Kulasekara, while Nasir Hossain notched his maiden century as the Tigers were eventually dismissed for 638 all out.
But while their record-breaking efforts secured them a first-innings lead of 68, any hopes they might have held of making a push for victory were extinguished as Sri Lanka cruised to 116-1 by the close with Tillakaratne Dilshan (63 not out) and Kumar Sangakkara (49 not out) well set.
After a sluggish start to the day, Ashraful was dismissed after charging Rangana Herath and edging to Angelo Mathews at slip, but Mushfiqur found another willing ally in Hossain who accumulated his runs rapidly from the off.
Having failed to score off his final six deliveries before lunch Mushfiqur headed to the interval on 198, but he did not have to wait much longer on the resumption with a couple of quick singles securing his place in the history books.
He was to last only another three deliveries before being trapped by Kulasekara but, after Sohag Gazi had chipped in with a quick-fire 21, Hossain was also raising his bat after reaching three figures for the first time off 147 balls.
He too made no further progress before chipping Dilshan to mid-wicket and the part-time spinner also picked up Elias Sunny for a duck, before Shaminda Eranga wrapped up the innings by bowling Shahadat Hossain.
Home opener Dimuth Karunaratne failed to cash in on the cheap runs on offer, hooking Shahadat to the catcher at fine-leg to go for three, but thereafter normal service was resumed.


- During this month, we are going to learn about percentages. Have you ever heard about this?
- Yes, I have! - Pin says - When my mum and I go shopping to the shopping centre, I always see percentages in some shops.
- Yes, you are right. Can you say an example where you can find percentages?
- Well, I can see percentages in clothes. For example, imagine that you find a t-shirt with a label and this text: "90% cotton". This means that almost all the t-shirt is made of cotton.
- Alright. And have you ever been to a shopping centre on the Black Friday?
- Yes, I have – Fan says – And there are plenty of percentages everywhere!
- You are right, Fan. Do you know what they mean?
- Of course, they show the discount of what you want to buy.
- That's a perfect explanation, Fan. Well, as you know, during Black Friday, everything is cheaper because everything has got a discount. Do you know that?
- Yes, I do, I am going to buy a laptop next Friday – Pin says.
- OK. I am going to tell you something. There are many people who spend a lot of money to buy clothes, telephones or computers and many other things that are not necessary, because they think they are bargains.
- Excuse me, teacher what is a bargain?
- A bargain is something with a very good price. The problem of that people is that they waste their money in useless things, so they don't have enough money to buy useful things, like food. So I am going to give you an advice: you should save money and spend it for important things.
- OK. Thanks for your advice, teacher.
Pin and Fan come back home on foot. Suddendly, while they are walking, they find five pounds in the street, between a bakery and a butcher's.
- Oh, my god! Look, Pin, there are five pounds on that bench!
- Wow! We are going to buy a lottery ticket in the shop next to the toy shop!
- Yes, I know. We are going to do it as an exception, ok?
- OK… Let's do it.
Pin and Fan buy a lottery ticket and they come back home. The next week, Pin receives a call while he is buying some bread in the bakery.
- Pin, you are not going to believe what I have to tell you!
- What's wrong? Tell me, please.
- We are millionaire, Pin, we are millionaire!
- Excuse me? What are you talking about?
- Pin, we are the lottery winners!
- Wow! Oh my god! I can't believe my eyes! So what are we going to do with the prize?
- Um, let me think… The prize is 2 millions of pounds, so you are going to win one million and I am going to get the other million.
- OK. Fair enough - Pin says. – What are you going to do with the money?
- I am going to buy a new computer because my old computer does not work, I am going to buy two bicycles, one for my cousin and another one for me, I am going to buy a lot of clothes, I am going to buy one car for my dad and another one for my mum and with the rest of money, I am going to buy many more things. What about you, Pin?
- Well, I am going to speak with my mum about it. I don't want to waste my money.
- What's the matter, mum?
- Today, your sister, Paint, went to the hospital and she is ill, so she needs to have a surgery to be healthy again.
- And what's the problem?
- The surgery is very expensive. It costs 470.000 pounds. We can't afford it.
- Oh, I can see what you mean. But mum, don't worry! We are rich.
- Excuse me? We are not rich, Pin. Don't say silly things, please!
- Yes, we are rich, mum! We have got one million of pounds from the lottery, so we can afford Shine's surgery!
- Oh, my god! I am so happy!
- Don't worry, mum, Shine is going to recover very soon!
After one month, Shine is recovered. Pin is the happiest monster in the world because thanks to his money, her sister is safe. After a lot of reflection, Pin decides what he is going to do with the rest of money: he is going to spend 30.000 pounds to travel with his parents and his sister to New York to spend some days in a different country. Finally, he is going to give the remaining 50.000 pounds to his dad to start a family business.
- Hi, Fan. How are you? What are you doing here?
- Oh, I am sorry for that, but you didn't listen to my advice five years ago.
- No, I didn't. I am stupid. What about your life?
- Well, my sister was ill, but I used my money to pay a surgery for her, so she is completely recovered now, my family and I have very nice memories from our holidays in New York and we are running a successful business: a primary education school. My dad and mum are great teachers.
Fan discovers that he wasted his money in stupid things. Pin feels sorry for his friend, but he learns a lesson: when we have a lot of money, we should not waste it; we should spend it reasonably to help people in need and to have useful initiatives, like starting to run a business, which is going to have many benefits in the future.


All across the country, pastors—along with parish and school leaders—are asking for effective ways to engage parents in the life and mission of the church, as well as seeking ways to help them take ownership as the primary leaders of faith within their families. To work together toward this desirable goal, we invite you to consider a dynamic grassroots process, designed to reach out to parents in a way that empowers and challenges them to form Strong Catholic Families.
What is Strong Catholic Families About?
Strong Catholic Families: Strong Catholic Youth is an ongoing parish- or school-based process that engages and strengthens parents and families in growing as a domestic church through a close and vital partnership with the parish and school community.
The Strong Catholic Families process is made up of four distinct steps that lead to numerous avenues of faith growth within families and the entire faith community.
The process begins with consultations between a diocesan consultant and parish/school leadership. During these meetings, the consultant presents an overview of the Strong Catholic Families dynamic and assists the leaders in assessing their readiness to begin building strong Catholic families and in thinking through the implications this direction will have upon current programming and structures. Once the leadership is prepared to make this initial commitment, it begins to assemble a local team of parents and staff to prepare for the next steps.
Step 2 seeks to engage parents through presentations and dialogues with a diocesan-trained presenter who uses contemporary research combined with engaging visuals and pertinent stories to help parents understand the critical role they possess in how faith is lived in their home and especially in their children's lives. Follow-up gatherings will help engage parents in exploring their emerging needs and concerns while exploring practical strategies for how to best grow in faith as a family.
Step 3 involves additional critical reflection and discernment by all involved: staff, leaders, parents, and the local Strong Catholic Families Team, concerning the next steps in partnering with one another to empower and support family faith growth.
Step 4 is an ongoing and evolving movement comprised of implementing new strategies, further reflection and evaluation, and continued commitment to supporting the growing partnerships between the institutional church/school and the domestic church. This cycle continues throughout the years ahead as more and more families become empowered to grow in their Catholic faith.
Adjusting program structures to accommodate family faith gatherings between Masses.
Parent groups that meet during sacramental sessions.
Sessions on how to lead prayer and share faith in the home, developing family mission statements, and more.
Coaching parents to pass on the Catholic faith to kids.
Intergenerational Vacation Bible School programs.
Online webinars for parents on Catholic faith topics.
There is very minimal cost for this initiative because your diocese has already purchased the copyright permissions for you to use every year! A community may choose to purchase color copies of the Family Faith Resource Booklet and table tent prayer cards, which each family receives during the initial parent session, but permission is granted for these resources to be copied locally as needed.
The Strong Catholic Families initiative is presented in partnership by the National Federation for Catholic Youth Ministry (NFCYM), the National Conference for Catechetical Leadership (NCCL), the National Association of Catholic Family Life Ministers (NACFLM), and the National Catholic Educational Association (NCEA). It is also available in Spanish!


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Q: versioning stored procedures/PLSQL? Is there an efficient way to version store procedures written in PL/SQL? (I only mention PL/SQL because there may exist a particular tool, any answer directed to versioning of stored procedures is ideal).

A: In my current job , the team is now using the following method to version control the PL/SQL .When compiling the PL/SQL ,  no matter compile successfully or not  , a record will be inserted into the log table . Besides in the mid-night , there is an JAVA agent to be scheduled to run automatically check if the PL/SQL source needed to check into the CVS.
Update
Link to blog now is AMIS TECHNOLOGY BLOG

The following link no longer works
http://technology.amis.nl/blog/846/plsql-source-code-control-inside-the-database-after-compile-trigger-for-automatic-archiving

A: Can you use a 'regular' version control system?  All of our deployed/deployable stored procs are controlled just like application code.
It's been a while since I've dealt with PL/SQL, so I don't have anything to offer on the package definitions.
Granted, this isn't in the database, but...

A: We built a tool so that we can manage our PL/SQL code in the Oracle Database. It hooks Git to the Oracle database and helps you manage your PL/SQL code base easily. You can do basic Git tasks such as commiting, resetting, branching, cloning, merging, pulling etc... and Gitora automatically updates the PL/SQL code in the database.
You can download it at www.gitora.com.

A: Oracle's free SQL Developer tool has integration with CVS and Subversion for version control of PL/SQL code.