Departure Speed Research Articles

On the possibility of changing the trajectory of a projectile or rocket based on aerodynamic impact in the shock wave zone

A physical hypothesis is proposed that it is possible to change the design trajectory of the projectile on the basis of mechanical action on the entire volume of shockwave zones with a unilateral, asymmetric presence of the second projectile. Deviating from the original trajectory results in a positive result when it comes to a defensive task. A new semi-empirical model has been developed and compiled, which allows you to calculate the trajectory of the projectile taking into account the air resistance to movement. In the new model, it is recommended that only four easily detectable values​ ​ be used in upcoming experiments: the initial departure speed , the maximum altitude , the maximum flight range and the full time. The calculation scheme uses iterative calculations. On the basis of which the values ​ ​ of numerical coefficients in the semi-empirical model are specified. The physical idea that external powerful laser radiation can heat the side surface of the projectile and the entire zone of wave jumps of the seal is justified. On one side of the semi-plant, that is, it is one-way heating. The asymmetrical thermal state on both sides of the missile may cause the missile or projectile to deviate from the previously assigned heading. This circumstance is also in favor of the proposed idea.

A Case Study: Innovating Energy Dissipation In Ogee Spillways With Modified Ski Jump Designs

The kinetic energy of the flood water released from the crest to the toe of the ogee spillway is abundant in the foot of the spillway. The spillway structure will erode and collapse as a result. Aside from the limitations of energy dissipation and the difficulty of cleaning, most of the waste disposal methods use different types of power cutters. For this reason, a suitable power outlet is required to limit the kinetic energy in the spillway and securely transfer additional water to the end of the stream. Producing runoff into a motorway jet and directing it to a spot where the impact forms a submerged pond below the stream is one of the most powerful and cost-effective ways to discharge hydroelectric power. When the departure speed rises, the jump is a common feature of dam collapse. Froude No. 2 flow path used to determine bucket length as well as device angle. In this paper, advanced ski-energy jump type energy dissipator parameters have been used to obtain additional destruction to reduce erosion of the Maithon dam in Dhanbad (Jharkhand), India. Trajectory length, height, horizontal and flexible impact, variable impact pressure distribution, medium flexible impact head, impact speed head, and air inflow are all important factors to consider.

A Link Real-time Travel Time Estimation on Speed-time Field Traversing Incorporating LSTM Neural Network

A travel time estimation method based on Speed-time field traversal including LSTM neural network was proposed to increase the real-time and accuracy of travel time estimation. The node departure speed of the traditional piecewise truncated quadratic speed trajectory model was optimized by the road node arrival speed, considering the impact of road conditions on travel time. The node arrival speed was modeled as time series and predicted in the short-term future by combining the LSTM neural network model to construct a spatiotemporally continuous speed trajectory, to estimate the link’s travel time. The method was tested on an actual road and gave considerably improved estimates and results compared to the original method, using LSTM neural network to predict node departure speed and the technique using node arrival speed. According to experimental results, the proposed method performs well in both smooth and crowded traffic circumstances, serving as a benchmark for precise real-time travel time estimation on urban roads.

On the first probe to transit between two interstellar civilizations

AbstractIf a space-faring civilization embarks on a program to send probes to interstellar destinations, the first probe to arrive at such a destination is not likely to be one of the earliest probes, but one of much more advanced capability. This conclusion is based on a scenario in which an extraterrestrial civilization (ETC) embarks upon an interstellar program during which it launches increasingly sophisticated probes whose departure speed increases as a function of time throughout the program. Two back-of-the-envelope models are considered: one in which the launch velocity of an outgoing vehicle increases linearly with the time of launch, and a second in which the increase is exponential with launch date. In this paper consideration is directed to an hypothesized probe arriving within the Solar System from a non-terrestrial civilization. Within the above scenarios, a first-encounter probe will be one that was launched well after the initiation of an interstellar program by an ETC. Consequently, such a probe would be the product of a relatively advanced phase of that ETC's technology. The more distant the site from which an ETC is launching probes, the greater will be the technology gap between a first-encounter probe and terrestrial technology. One possible ramification may pertain to interpreting the nature of Unidentified Aerial Phenomena (UAP). Are flight characteristics of any UAP singular enough as to be consistent with an origin from a distant ETC?

Determining the rational operating parameters for granite crushing to obtain cubiform crushed stone

Purpose. Determining the rational operating parameters for granite crushing under impact in the field of centrifugal forces to obtain cubiform crushed stone. In order to achieve the purpose set, the task is to determine the operating parameters for obtaining the main grain-size classes: -50.0 + 20.0; -40.0 + 20.0; -20.0 + 10.0; -10.0 + 5.0 and 5.0 mm. Methods. The crushing process of granite crushed stone is studied in the conditions of the Kolomoievskyi Granite Quarry, Dnipropetrovsk region. Granite crushed stone with an initial grain-size of 100.0-0.0 mm and strength grade of M1400 is subjected to crushing. The accelerating rotor rotation frequency is the design value n = 200-1200 min-1. Fine crushing of granite is performed in a centrifugal-impact crusher by a free impact in the field of centrifugal forces. Findings. The optimal speed modes of centrifugal crusher operation, which provide the production of high-quality crushed stone with a maximum content of 90-95% cubiform fractions, have been substantiated. Originality. The yield dependences have been obtained of the grain-size classes: -50.0 + 20.0; -40.0 + 20.0; -20.0 + 10.0; -10.0 + 5.0 and 5.0 mm depending on the speed mode of the centrifugal crusher operation. Practical implications. The operating parameters for obtaining the main grain-size classes of cubiform crushed stone from granite have been determined: -50.0 + 20.0; -40.0 + 20.0; -20.0 + 10.0; -10.0 + 5.0 and 5.0 mm. In particular, it has been determined that for the production of cubiform crushed stone with -50.0 + 20.0 mm grain-size, the rotor rotation reasonable speed is 400-500 min-1 (the speed of material departure from the accelerating rotor is 45-50 m/sec); for cubiform crushed stone of -40.0 + 20.0 mm grain-size, the speed mode is 200 min-1 (25 m/sec); for cubiform crushed stone of -20.0 + 10.0 mm grain-size – 600-650 min-1 (70-80 m/sec), respectively. The maximum content of cubiform fractions in the -20.0 + 10.0 mm grain-size class is 95%, which is achieved at a rotor speed of 650-700 min-1 (departure speed is 75-80 m/sec). The maximum content of cubiform fractions in the -10.0 mm grain-size class is 94-95%, which is achieved at the accelerating rotor speed within 700-800 min-1 (departure speed is 70-80 m/sec). The obtained data make it possible to practically choose a rational speed mode of the centri-fugal-impact crusher operation to obtain the maximum yield of cubiform crushed stone.

Determining Yellow Change and Clearance Intervals for Left-Turning Phases: Evaluation of the Current Guidelines with Connected Vehicle Data

In March 2020, the Institute of Transportation Engineers (ITE) published new guidelines for determining traffic signal change and clearance intervals that included using an extended kinematic equation for left turns. Whereas previous guidelines assumed constant speed for all vehicles approaching an intersection, this new equation accounted for left-turning vehicles needing more yellow time because they decelerate (assuming a maximum safe and comfortable rate) before making turning maneuvers. This paper evaluates these guidelines using real-world vehicle trajectories from the Ann Arbor Connected Vehicle Test Environment (AACVTE). These trajectories confirm that free-flowing left-turning vehicles decelerate, but deceleration usually starts at a moderate rate before reaching the critical distance and continues to the middle of the intersection. Vehicles then accelerate to a departure speed at the clearance point. Since the goal of the yellow change interval is to eliminate the dilemma zone such that a free-flowing vehicle can safely traverse the critical distance, these observations imply that the extended kinematic equation will overestimate the required duration for the following two reasons: (1) the critical distance is shortened by the speed reduction before the braking point; (2) the average traversing speed is higher as vehicles usually decelerate at a moderate rate instead of the maximum rate. The equation will underestimate the clearance interval as the average traversing speed through the intersection is slower than the intersection entry speed. We propose a new left-turn kinematic equation for determining yellow change and clearance intervals, and the results are validated from the observed vehicle trajectories.

Comparison of Two Algorithms for Multiline Bus Dynamic Dispatching

Dynamic bus scheduling refers to adjusting the departure time according to the latest time-varying information or adjusting bus speed in the process of operation. These control strategies can prevent bus bunching and alleviate traffic pressure. The paper studies the multiline bus dynamic scheduling with consideration of departure time and speed meanwhile. The hyperheuristic algorithm is proposed, and low-level heuristics (LLH) operators are designed. The simulation experiment is performed for the passenger flow distribution of different strengths and types of different scenarios. By comparing the experimental results of genetic algorithm (GA) and hyperheuristic algorithm in solving different scenarios, the results show that in smooth, increasing, decreasing, and multiconvex passenger flow mode, the performance of the hyperheuristic algorithm is higher than that of GA. The promotion rate reaches 18∼28%, and especially the average value of the hyperheuristic algorithm designed under multiconvex passenger flow is up to 28.62%, significantly reducing passengers’ waiting time. By comparing the stability of the three passenger flow modes, the results illustrate that the stability of the hyperheuristic algorithm is lower than that of GA. For the smooth passenger flow mode, the stability of medium and lower density of GA is higher than that of the hyperheuristic algorithm. In comparison, the high-density stability of the hyperheuristic algorithm is better than that of GA.

A Design Method for the Roadside Clear Zone Based on Accident Simulation Analysis

In order to improve the safety design of roadside areas and reduce the loss of roadside accidents, this paper uses PC-Crash software to perform an accident simulation analysis. By recording the track of the vehicle after entering the roadside, the recommended widths of the roadside clear zone for different operating speeds and horizontal curve radii in straight and curved sections are given. According to our previous research data, the conditions for setting the roadside clear zone are proposed. Finally, based on a cost-benefit ratio analysis, a comprehensive risk index method is adopted to evaluate the social stability risk of the project and conduct research on the design method of the roadside clear zone. The results show that the width of the roadside clear zone has an exponential relation with the departure speed and a power relation with the horizontal curve radius. The research results realize the accurate calculation of the roadside clear zone width and fill in the gaps of the relevant specifications and guidelines in the setting conditions of the roadside clear zone.

The Influence of the Earth\u2019s Oblateness on the Energy Integral and Some Characteristics of a Spacecraft\u2019s Orbit

Taking into account the oblateness of the Earth with the help of the second zonal harmonic of the potential of the Earth’s gravitational field modifies the integral of the energy of near-Earth motion in comparison with the Keplerian model of analysis. On the basis of this integral, an explicit analytical structure of the change in the main orbital parameter—the Keplerian energy constant—is obtained. This method of taking into account the oblateness of the Earth also makes it possible to estimate the correction, in comparison with the standard unperturbed analysis, in the departure speed of a spacecraft from the near-Earth waiting orbit when flying to the Moon or another planet.

Calculation of the Roadside Clear Zone Width along Highways Based on the Safe Slope

International crash data indicate that roadside characteristics contribute to more than half of all roadside accidents involving serious injury or death. Therefore, research on roadside safety is urgently needed. Based on the vehicle departure speed, pavement height (i.e., the difference between pavement elevation and ground elevation), slope gradient, and horizontal curve radius, this study uses PC-Crash simulation software to carry out tests of trucks and cars exiting a road. A chi-squared automatic interaction detection (CHAID) decision tree is used to explore the causative mechanism of vehicle rollover, and the concept of a “safe slope” to ensure that vehicles do not roll over is proposed. Aiming at straight and curved sections, discriminant functions of vehicle rollover and nonrollover are fitted through Bayesian discriminant analysis, and safe slope calculation models for trucks and cars are then constructed. Based on the obtained safe slope models, calculation methods for the safe slope and the roadside clear zone width involving different traffic compositions are proposed by calibrating the lateral distance from the final position of nonrollover vehicles to the road edge. The results show that the factors affecting vehicle rollover are, in descending order of importance, the slope gradient, pavement height, vehicle type, departure speed, and horizontal curve radius. For a section with a large proportion of cars, the slope gradient should not be steeper than 1:3.5. The horizontal curve radius should not be less than 600 m for a section with a large proportion of trucks and a slope gradient steeper than 1:3.5 or shallower than 1:2.5. Additionally, for a section with a pavement higher than 0.5 m and a slope gradient steeper than 1:2.5, the operating speed limit should be lower than 60 km/h. These research results have theoretical value and practical significance to improve the driving safety level and reducing the risk of roadside accidents.

Characterization of the release of heated and pressurized water from a pressure cooker

Recently, self-heating consumer pressure cookers have found reinvigorated use with consumers wanting faster, more convenient, and healthier cooking. With the increased popularity, injury reports have also increased. Hazards associated with dispersion from pressurized vessels, although qualitatively understood through elementary scientific principles, have not been experimentally characterized in the literature, nor has the human ability to respond to a sudden dispersion of contents been directly reviewed. This study examined the consequence of volume and pressure on the dispersion of hot water from a typical 6 quart pressure cooker contacting a clothed user. This study found that both pressure and volume level influence the dispersion of contents after lid opening as well as the lid departure speed. Results also indicate that the speed of both the departing lid and the dispersing liquid occurred quicker than a bystander, within arm’s reach, can consciously react to avoid or to shield themselves from the hot contents. The results confirmed analytical analyses found in the literature that a single layer cotton shirt (e.g., a t-shirt) saturated with water is more likely to trap hot liquid, increasing the likelihood of a more severe burn in that area due to prolonged skin contact.

Expansion of NASS/CDS for characterizing run-off-road crashes

Objective Run-off-road (ROR) crashes account for one-third of all annual crash fatalities in the US. The National Automotive Sampling System Crashworthiness Data System (NASS/CDS) is a dataset which may be used to understand the nature of ROR crashes. Despite the wealth of coded data available in NASS/CDS, this dataset lacks coded information about the roadside environment and the off-road trajectory of the vehicle. This information would be useful for determining lane departure warning (LDW) benefits, residual safety problems, performance of current safety hardware, lane marking inventory, LDW test procedure development, radius of curvature characterization, and effectiveness of ESC. The purpose of this paper is to demonstrate a methodology for expanding the data available in NASS/CDS to form and validate a specialized road departure database. Methods Observed, measured, and reconstructed data elements were extracted from NASS/CDS and compiled into the National Cooperative Highway Research Program (NCHRP) 17-43 database. Observed variables were primarily coded from the scene photographs and included information such as the lane markings, and geometry of the roadside cross-section. Additional variables were measured from the scaled scene diagrams including the path of the vehicle, road dimensions, and roadside object positions. The vehicle impact speed and departure speed were reconstructed using the WinSMASH delta-v, roadside object characteristics, and vehicle path. Two studies were conducted to demonstrate the usefulness of the NCHRP 17-43 database in evaluating both vehicle-based and infrastructure-based ROR countermeasures. Results The resulting NCHRP 17-43 database includes 1,581 NASS/CDS cases representing 510,154 ROR crashes. Analysis of the database found that drivers which crashed following an overcorrection were younger than drivers which did not overcorrect. This may indicate that inexperienced drivers are more likely to overcorrect when departing the roadway. The 85th percentile impact severity of ROR crashes, which occur on roads with a speed limit greater than 65 mph, is higher than the practical worst-case test conditions for roadside barriers. Conclusions The NCHRP 17-43 database contains information extracted from NASS/CDS cases to better understand the nature of ROR crashes, driver behavior in these crashes, and the potential benefits of both vehicle-based and infrastructure-based ROR countermeasures.

Severity assessment of accidents involving roadside trees based on occupant injury analysis.

The aims of this study were to achieve a quantitative assessment of the severity of accidents involving roadside trees on highways and to propose corresponding safety measures to reduce accident losses. This paper used the acceleration severity index (ASI), head injury criteria (HIC) and chest resultant acceleration (CRA) as indicators of occupant injuries and horizontal radii, vehicle departure speeds, tree diameters and roadside tree spacing as research variables to carry out bias collision tests between cars, trucks and trees by constructing a vehicle rigid body system and an occupant multibody system in PC-crash 10.0® simulation software. A total of 2,256 data points were collected. For straight and curved segments of highways, the occupant injury evaluation models of cars were fitted based on the CRA, and occupant injury evaluation models of trucks and cars were fitted based on the ASI. According to the Fisher optimal segmentation method, reasonable classification standards of severities of accidents involving roadside trees and the corresponding ASI and CRA thresholds were determined, and severity assessment methods for accidents involving roadside trees based on the CRA and ASI were provided. Additionally, a new index by which to evaluate the accuracy of the accident severity classification and the degree of misclassification was built and applied for the validity verification of the proposed severity assessment methods. A proportion of trucks was introduced to further improve the ASI evaluation model. For the same simulation conditions, the results show that driver chest injuries are more serious than driver head injuries and that the average ASI of cars is greater than that of trucks. The CRA and ASI have a positive linear correlation with the departure speed and a logarithmic correlation with the roadside tree diameters. The larger the spacing of roadside trees is and the smaller the horizontal radius is, the smaller the chance that a vehicle will experience a second collision and the lower the risk of occupant injury. In method validation, the evaluation results from two proposed severity assessment methods based on the CRA and ASI are consistent, and the degrees of misclassification are 4.65% and 4.26%, respectively, which verifies the accuracy of the methods proposed in this paper and confirms that the ASI can be employed as an effective index for evaluating occupant injuries in accidents involving roadside trees.

EUV Wave Detection and Characterization Using Deep Learning

Coronal Mass Ejections (CMEs) are the most violent solar bursts. They cause severe disturbances in the solar–terrestrial space and affect human activities in many aspects, especially causing damage to high-tech infrastructure. It usually takes few hours for a CME to arrive at the Earth after eruption. Therefore, many efforts have been devoted to CME arrival time prediction, so that we have enough time to take action before a CME arrives at the Earth. For predicting CME arrival time, it is vital to detect the CME origin, arrival and departure speed in a coronagraph. It has been widely accepted that Extreme Ultraviolet (EUV) waves are associated with CMEs, so EUV waves are the signatures of CMEs as CMEs originate and traverse the solar disk, specifically for front-side CMEs. In this paper, two deep neural networks are developed to first detect EUV waves and then outline their wavefronts, giving early signatures of CMEs. Usually, CMEs are recorded by coronagraphs as they transit the corona, so our proposed method can obtain a certain time ahead compared with conventional CME forecasting. In addition, the parameters for describing EUV waves can be more easily deduced, benefiting the subsequent statistical analysis of CMEs. The experimental results demonstrate the effectiveness of the proposed model for detecting EUV waves and generating their outlines.

MAIN DIRECTIONS OF BIOMECHANICAL CHARACTERISTICS Of JAVELIN THROW

At present, the effectiveness of training an athlete should be based not only on the experience and methodological skills of a trainer, but also on the ability to use modern technical tools, equipment that allows to receive urgent information about the various components of the training process in javelin throwing this should be based on equipment allowing to obtain biochemical analysis data. The article shows the possibilities of using biomechanical models in the training of athletes. Approaches to the construction of biomechanical models are considered. A biomechanical model of javelin throwing has been developed. The solution of the dynamics problem is given: the range of the spear’s flight depends on the absolute initial departure speed, departure angle, and spear release height. The most significant biomechanical characteristics of the “athlete-spear” system are determined. The possibilities of using the individual characteristics of an athlete in achieving the best results are shown.

Self-Propelled Droplet Removal from Hydrophobic Fiber-Based Coalescers.

Fiber-based coalescers are widely used to accumulate droplets from aerosols and emulsions, where the accumulated droplets are typically removed by gravity or shear. This Letter reports self-propelled removal of drops from a hydrophobic fiber, where the surface energy released upon drop coalescence overcomes the drop-fiber adhesion, producing spontaneous departure that would not occur on a flat substrate of the same contact angle. The self-removal takes place above a threshold drop-to-fiber radius ratio, and the departure speed is close to the capillary-inertial velocity at large radius ratios.

An environmental assessment of air traffic speed constraints in the departure phase of flight: A case study at Gothenburg Landvetter Airport, Sweden

This paper considers the environmental effects of air traffic management speed constraints during the departure phase of flight. We present a CO2 versus noise trade-off study that compares aircraft departure procedures subject to speed constraints with a free speed scenario. A departure route at Gothenburg Landvetter Airport in Sweden is used as a case study and the analysis is based on airline flight recorded data extracted from the Airbus A321 aircraft. Results suggest that CO2 emissions could be reduced by 180kg per flight if all departure speed constraints were removed at a cost of increased noise exposure below 70dB(A).

Field Relevance of the New Car Assessment Program Lane Departure Warning Confirmation Test

The availability of active safety systems, such as Lane Departure Warning (LDW), has recently been added as a rating factor in the U.S. New Car Assessment Program (NCAP). The objective of this study is to determine the relevance of the NCAP LDW confirmation test to real-world road departure crashes. This study is based on data collected as part of supplemental crash reconstructions performed on 890 road departure collisions from the National Automotive Sampling System, Crashworthiness Data System (NASS/CDS). Scene diagrams and photographs were examined to determine the lane departure and lane marking characteristics not available in the original data. The results suggest that the LDW confirmation test captures many of the conditions observed in real-world road departures. For example, 40% of all single vehicle collisions in the dataset involved a drift-out-of-lane type of departures represented by the test. Also, the median total departure velocity for vehicles was 78.9 kph, which is close to the 72.4 kph (45 mph) specified in the LDW test. However, there are some aspects of real-world road departures not included in the test. For example, the test is performed in daylight yet nearly half of all road departure crashes (42%) occurred in the dark. Furthermore, the LDW test is only performed on straight road segments, which corresponds to 48% of real-world departures. The departure speed specified in the LDW test is 0.5 m/s (1.1 mph) whereas the mean lateral departure speed in real world crashes was 4.3 m/s (9.5 mph). Of the examined cases, the LDW test is applicable to approximately 23% of no maneuver road departures, which corresponds to 9% of all single vehicle collisions. Including dark lighting conditions and curved road segments would increase the applicability to 65% of no maneuver departures and 26% of all single vehicle collisions. These results can be applied to the design of future LDW performance tests. Language: en

Required length of guardrails before hazards

One way to protect against impacts during run-off-road accidents with infrastructure is the use of guardrails. However, real-world accidents indicate that vehicles can leave the road and end up behind the guardrail. These vehicles have no possibility of returning to the lane. Vehicles often end up behind the guardrail because the length of the guardrails installed before hazards is too short; this can lead to a collision with a shielded hazard. To identify the basic speed for determining the necessary length of guardrails, we analyzed the speed at which vehicles leave the roadway from the ZEDATU (Zentrale Datenbank Tödlicher Unfälle) real-world accidents database.The required length of guardrail was considered the length that reduces vehicle speed at a maximum theoretically possible deceleration of 0.3g behind the barrier based on real-world road departure speed. To determine the desired length of a guardrail ahead of a hazard, we developed a relationship between guardrail length and the speed at which vehicles depart the roadway. If the initial elements are flared away from the carriageway, the required length will be reduced by up to an additional 30% The ZEDATU database analysis showed that extending the current length of guardrails to the evaluated required length would reduce the number of fatalities among occupants of vehicles striking bridge abutments by approximately eight percent.

시뮬레이션에 기반한 휴머노이드 로봇 두 대의 안정적인 물체 운반 및 제어 연구

This paper proposes an intelligent PID/Fuzzy control system for two humanoid robots to transport objects stably. When a robot transports an object while walking, a whole body system of a robot may not be stable due to vibration or external factors from a different departure speed error and a body movement of walking robots. Therefore, it is necessary to measure the horizontal and vertical locations and speeds of object, then calibrate the difference of departure speed between robots with PID/Fuzzy control. The results of simulation with two robots indicated that a proposed controller makes robots to transport an object stably.