Quantification of floor seismic response: Formulated PFA for non-classically damped structure and empirical PFV for elasto-plastic structure
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Mode (computer interface)
Plusing the acceleration to be living in the material point kinetics is the problem constantly encountering.Adjusting ought to approximately to attend school not to point kinetics in clearly and definitely proposes only.The original is first of all propose to depict the approximately idea that plus the acceleration in the acceleration movement that the material point changes into.In immediate future acceleration adjust time the variance ratio.Then educes equally to plus the acceleration in immediate future plus the acceleration with instantaneous and plus the acceleration style showed.Afterwards expound to plus the acceleration to be living the application in the actual problem.
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According to this paper, the length of the acceleration lane at an interchange is comprised of two elements. The first is the necessary length for acceleration, the second is the length consumed while the driver seeks an acceptable gap for passing through traffic. The calculation method is presented based on the above.
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The article proposes the concept of displaying the acceleration status of a car while accelerating or decelerating, and develops a device based on this concept. A program for measuring car's acceleration is described, using gyroscope sensors to measure the incline angle of the car simultaneously, and compensate the additional acceleration caused by the incline. The acceleration information is displayed by distinct and practicable LED array.
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Acceleration behaviour of vehicles is important for various applications. The delay caused while leaving the signalized intersection, depends on acceleration capability of a vehicle, among others factors. Acceleration of motorized three wheelers merits attention since though they accommodate passengers similar to car; they accelerate differently as compared to car. Therefore, objective of this study is to understand the acceleration behaviour of Motorized Three Wheelers. It is observed in this study that acceleration rates of Motorized Three Wheeler differ from reported acceleration rates in literature. The maximum acceleration rate, speed at maximum acceleration and distance travelled during acceleration maneuver are found to be sensitive to maximum speed achieved during acceleration maneuver. On finding existing acceleration models to be insufficient to explain the acceleration behaviour of Motorized Three Wheelers, new models are proposed and validated.
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Based on AMESim, by the analysis of the Conveyor Belt four discrete model, Select and built the Kelvin-Voigt model which is simple and applicable, by comparative analysis of drawing on four commonly used to start the acceleration (uniform acceleration, triangle acceleration, trapezoidal acceleration and the Harrison), Select the Harrison speed as the starting acceleration and Using AMESim to establish the starting model of acceleration.
Belt conveyor
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To guarantee the efficiency and accuracy of machining in high speed machining, a novel vector blending algorithm for velocity smooth link is proposed. Based on efficient acceleration/deceleration technique for a single distance movement, the desired acceleration/deceleration characteristics can be selected. According to acceleration/deceleration characteristics, two different acceleration/deceleration profiles for two corresponding distance movements are constructed respectively. Under the condition of length of movement, highest velocity and direction of motion, two different acceleration/deceleration profiles are blended. On-line implementation results show that the proposed approach makes velocity link smoothly and efficiency and accuracy of machining can be guaranteed.
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To solve the overshoot of acceleration of traditional model,a model with variable desirable distance for vehicle following is presented,which considering limitation of the acceleration.The linear stability theory is applied to the proposed model,the result of stability is different from the Bando′s.Through the simulation result,it is found that when the maximum acceleration is reasonable,the stability of the traffic flow is better with the increase of the value of maximum acceleration.While the traffic flow becomes unstable when the maximum acceleration is too large.The proposed model is favorable to keep the traffic flow stable.
Overshoot (microwave communication)
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First, the conventional characteristics of the acceleration and deceleration control method, such as the straight line acceleration and deceleration, the exponential acceleration and deceleration, the S-curve acceleration and deceleration are briefly introduced. The discussion emphasis is a new type of five-segment S-curve acceleration and deceleration control method, and its fundamental principle and mathematic model is elaborated thoroughly, and specific control method is provided. In addition, an in-depth research about determination method of feeding velocity, acceleration is conducted.
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In order to find out a optimal station distribution algorithm and to improve positioning precision in working areas for wireless navigation system,the connections between the GDOP value and the station distribution are analyzed by the hyperbolic positioning mode as well as the range-range positioning mode respectively.Meanwhile,the positioning precision distributions for the two different positioning modes are compared in a condition of same station distribution. The simulation results show that hyperbolic positioning mode is better than range-range positioning mode.The optimal station distribution schemes for the two modes are obtained.
Mode (computer interface)
Dilution of precision
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When estimating the required acceleration length of vehicles accelerating from a stopped position, a constant acceleration rate is sometimes assumed for the sake of simplicity. Nevertheless, to date there is no clear-cut evidence showing whether a constant acceleration rate is reasonable in providing appropriate acceleration lengths. In this paper, the estimation errors associated with the constant acceleration assumption were investigated. For each sample, a piecewise-constant acceleration model was used to figure out the vehicle's speed versus location profile; accordingly, the constant acceleration rate was calculated. Using this constant acceleration rate, speeds at the predetermined locations were calculated and compared to the results that were generated by the piecewise-constant acceleration model. Based on the statistical analysis of 575 individual vehicle-accelerating trajectories, it was found that the constant acceleration model failed to reproduce the field-observed acceleration profile. Therefore, simply using a constant rate cannot accurately estimate the required acceleration lengths at various freeway design speed scenarios. This indicates that when adopting the constant acceleration assumption for each design speed scenario, it is necessary to use an appropriate acceleration rate that fits for this design speed. Finally, this paper revealed that normal acceleration rate ranges from 1.31 m/s2 (4.3 ft/s2) at 64 km/h (40 mph) to 1.8 m/s2 (5.9 ft/s2) at 32 km/h (20 mph).
Constant (computer programming)
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