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Nonobstructive (i.e., central) sleep apnea is a major cause of sleep-disordered breathing in patients with stable congestive heart failure (CHF). Although central sleep apnea (CSA) is prevalent in this population, occurring in 40-50% of patients, its pathogenesis is poorly understood. Dynamic loop gain and delay of the chemoreflex response to CO(2) was measured during wakefulness in CHF patients with and without CSA by use of a pseudorandom binary CO(2) stimulus method. Use of a hyperoxic background minimized responses derived from peripheral chemoreceptors. The closed-loop and open-loop gain, estimated from the impulse response, was three times greater in patients with nocturnal CSA (n = 9) than in non-CSA patients (n = 9). Loop dynamics, estimated by the 95% response duration time, did not differ between the two groups of patients. We speculate that an increase in dynamic gain of the central chemoreflex response to CO(2) contributes to the genesis of CSA in patients with CHF.

The paper presents an experimental analysis of the selected feedback vibration control schemes dedicated to magnetorheological dampers, related to ride comfort and road holding. They were applied in a complex vibration control system installed in a commercially available off-road vehicle. Original shock-absorbers of the vehicle were replaced with magnetorheological dampers. The control system takes advantage of numerous sensors installed in the vehicle tracking its motion, i.e. accelerometers, suspension deflection sensors (linear variable differential transformer) and IMU module. Vibration control algorithms: Skyhook, PI, and Groundhook were tested experimentally using mechanical exciters adapted for diagnosis of a vehicle suspension system. Since the presented semi-active vibration control requires the magnetorheological damper inverse model to be applied, accurate operation of this model significantly influences the quality of vibration control. Therefore, additional analysis was related to application of measurements from accelerometers or suspension deflection sensors in the inverse model. Presented variants of control algorithms were compared by means of transmissibility characteristics evaluated in the frequency domain as well as using ride-comfort-and drivingsafety-related quality indices. It was confirmed that the Skyhook control as well as PI improved ride comfort, whereas Groundhook control improved road holding and decreases vibration of the wheels. Furthermore, it was shown that both approaches to the relative velocity estimation, based on accelerometers and linear variable differential transformers, can be used in this application. However, the first solution gives better results in the case of the Skyhook and PI control, whereas application of LVDT sensors is better for the Groundhook algorithm.

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