Theoretical study of slowing supersonic CH_3F molecular beams using electrostatic Stark decelerator

We have calculated the Stark effect of CH3F molecules in external electrical fields, the rotational population of supersonic CH3F molecules in different quantum states, and analyse the motion of weak-field-seeking CH3F molecules in a st＇ate ｜J = 1, KM = -1） inside the electrical field of a Stark decelerator by using a simple analytical model. Threedimensional Monte Carlo simulation is performed to simulate the dynamical slowing process of molecules through the decelerator, and the results are compared with those obtained from the analytical model, including the phase stability, slowing efficiency as well as the translational temperature of the slowed molecular packet. Our study shows that with a modest dipole moment （-1.85 Debye） and a relatively slight molecular weight （-34.03）, CH3F molecules in a state ｜J= 1, KM = -1） are a good candidate for slowing with electrostatic field. With high voltages of ±10 kV applied on the decelerator, molecules of 370 m/s can be brought to a standstill within 200 slowing stages.

Generation of high-energy-resolved NH_3 molecular beam by a Stark decelerator with 179 stages

We demonstrate the production of cold, slow NH_3 molecules from a supersonic NH_3 molecular beam using our electrostatic Stark decelerator consisting of 179 slowing stages. By using this long Stark decelerator, a supersonic NH_3 molecular beam can be easily decelerated to trappable velocities. Here we present two modes for operating the Stark decelerator to slow the supersonic NH_3 molecules. The first is the normal mode, where all 179 stages are used to decelerate molecules, and it allows decelerating the NH_3 molecular beam from 333 m/s to 18 m/s, with a final temperature of 29.2 mK.The second is the deceleration-bunch mode, which allows us to decelerate the supersonic NH_3 beam from 333 m/s to 24 m/s,with a final temperature of 2.9 m K. It is clear that the second mode promises to produce colder(high-energy-resolution)molecular samples than the normal mode. Three-dimensional Monte Carlo simulations are also performed for the experiments and they show a good agreement with the observed results. The deceleration-bunch operation mode presented here can find applications in the fields of cold collisions, high-resolution spectroscopy, and precision measurements.

Effect of speed humps on instantaneous traffic emissions in a microscopic model with limited deceleration capacity

As a common transportation facility, speed humps can control the speed of vehicles on special road sections to reduce traffic risks. At the same time, they also cause instantaneous traffic emissions. Based on the classic instantaneous traffic emission model and the limited deceleration capacity microscopic traffic flow model with slow-to-start rules, this paper has investigated the impact of speed humps on traffic flow and the instantaneous emissions of vehicle pollutants in a single lane situation. The numerical simulation results have shown that speed humps have significant effects on traffic flow and traffic emissions. In a free-flow region, the increase of speed humps leads to the continuous rise of CO_(2), NO_X and PM emissions. Within some density ranges, one finds that these pollutant emissions can evolve into some higher values under some random seeds. Under other random seeds, they can evolve into some lower values. In a wide moving jam region, the emission values of these pollutants sometimes appear as continuous or intermittent phenomenon. Compared to the refined Na Sch model, the present model has lower instantaneous emissions such as CO_(2), NO_X and PM and higher volatile organic components(VOC) emissions. Compared to the limited deceleration capacity model without slow-to-start rules, the present model also has lower instantaneous emissions such as CO_(2), NO_X and PM and higher VOC emissions in a wide moving jam region. These results can also be confirmed or explained by the statistical values of vehicle velocity and acceleration.

An Investigation of Bubble Motion in the Fluidic Oscillator

Enhanced gas-liquid mass transfer is significant for the desulfurization and denitration of ship exhaust gases.As a fluid device,the special structure of the fluidic oscillator generates self-excited oscillations that can effectively enhance the mass transfer process of gas-liquid.But there are few studies on the internal gas-liquid flow.The transportation of individual bubbles in the fluidic oscillator was investigated by a high-speed camera and digital image analysis.The results show that the bubble experienced a significant deceleration process in the chamber region of the fluidic oscillator.In addition,the maximum bubble offset increased with the diameter of the initial bubble.The trajectory of the bubble showed zigzag movement due to the deflecting oscillation of the fluidic oscillator.At the same time,the deformation of the bubble was intensified by the deflecting oscillation.The deformation ratio of the bubble increased with the increase of Reynolds number.By studying the transport process of a single bubble in the fluid oscillator,it is considered that the fluid oscillator has the potential to be a new bubble generator.

Correlating Connected Vehicle Estimated Deceleration Events with Crash Incidents near Interstate Interchanges

Historical roadway safety analyses have used labor and time-intensive crash data collection procedures. However, crash reporting is often delayed and crash locations are reported with varying levels of spatial accuracy and detail. Recent advances in connected vehicle (CV) data provide an opportunity for stakeholders to proactively identify areas of safety concerns in near-real time with high spatial precision. Public and private sector stakeholders including automotive original equipment manufacturers (OEM) and insurance providers may independently define acceleration thresholds for reporting unsafe driver behavior. Although some OEMs have provided fixed threshold hard-braking event data for a number of years, this varies by OEM and there is no published literature on the best thresholds to use for identifying emerging safety issues. This research proposes a methodology to estimate deceleration events from raw CV trajectory data at varying thresholds that can be scaled to any CV. The estimated deceleration events and crash incident records around 629 interstate exits in Indiana were analyzed for a three-month period from March 1-May 31, 2023. Nearly 20 million estimated deceleration events and 4800 crash records were spatially joined to a 2-mile search radius around each exit ramp. Results showed that deceleration events between -0.5 g and -0.4 g had the highest correlation with an R2 of 0.69. This study also identifies the top 20 interstate exit locations with highest deceleration events. The framework presented in this study enables agencies and transportation professionals to perform safety evaluations on raw trajectory data without the need to integrate external data sources.

Effects of Adaptive Random Deceleration on Traffic Flow

Based on the Nagel-Schreckenberg model, an improved cellular automaton traffic flow model is proposed, in which the random deceleration probability of each vehicle is no longer fixed, but is adaptively adjusted according to the local traffic density in its vision and its current velocity. The numerical simulation results show that the maximum traffic capacity of the improved model under the same parameters is greater than that of the Nagel-Schreckenberg model, and is closer to the measured data. In addition, the traffic flow and vehicle velocity under different meteorological conditions are simulated by using the improved model, and the synchronized flow phenomenon consistent with the actual traffic is reproduced. Meanwhile, the results show that under the same parameters, when the traffic density is equal to 0.3, the traffic flow of the improved model increases by about 11% compared with the original model, and when the traffic density increases to 0.6, the traffic flow increases by about 27%. .

Cosmological Inconstant, Supernovae 1a and Decelerating Expansion

In 1998, two groups of astronomers, one led by Saul Perlmutter and the other by Brian Schmidt, set out to determine the deceleration—and hence the total mass/energy—of the universe by measuring the recession speeds of type la supernovae (SN1a), came to an unexpected conclusion: ever since the universe was about 7 billion years old, its expansion rate has not been decelerating. Instead, the expansion rate has been speeding up. To justify this acceleration, they suggested that the universe does have a mysterious dark energy and they have emerged from oblivion the cosmological constant, positive this time, which is consistent with the image of an inflationary universe. To explain the observed dimming of high-redshift SN1a they have bet essentially on their distance revised upwards. We consider that an accelerated expansion leads right to a “dark energy catastrophe” (i.e., the chasm between the current cosmological vacuum density value of 10 GeV/m3 and the vacuum energy density proposed by quantum field theory of ~10122 GeV/m3). We suppose rather that the universe knows a slowdown expansion under the positive pressure of a dark energy, otherwise called a variable cosmological constant. The dark luminosity of the latter would be that of a “tired light” which has lost energy with distance. As for the low brilliance of SN1a, it is explained by two physical processes: The first relates to their intrinsic brightness—supposedly do not vary over time—which would depend on the chemical conditions which change with the temporal evolution;the second would concern their apparent luminosity. Besides the serious arguments already known, we strongly propose that their luminosity continually fades by interactions with cosmic magnetic fields, like the earthly PVLAS experiment which loses much more laser photons than expected by crossing a magnetic field. It goes in the sense of a “tired light” which has lost energy with distance, and therefore, a decelerated expansion of the universe. Moreover, we propose the “centrist” principle to complete the hypothesis of the cosmological principle of homogeneity and isotropy considered verified. Without denying the Copernican principle, he is opposed to a “spatial” theoretical construction which accelerates the world towards infinity. The centrist principle gives a “temporal” and privileged vision which tends to demonstrate the deceleration of expansion.

Numerical Study of Parachute-Payload Land Site Distribution with Randomize Wind Gust Model

A parachute-payload model with randomize wind gust is developed to study the landing accuracy of the parachute decelerator system,which can be exactly described by the landing site distribution.The research focuses on the steady descent phase of the parachute descent process,so the parachute and the payload suspension formulation during the phase are mainly discussed.In addition,since the wind effects have a significant impact on the land site distribution of the passive decelerator system and it is difficult to obtain the exact wind profile in practice,major features of parachute-payload system are studied via the randomized wind gust formulation.As the randomized wind gust formulation is adopted,the wind effect can be considered without the exact wind gust profile and the parachute aerodynamic simulation can be fulfilled with uncertainties.Finally,the model is validated and discussed,and the parachute land site distributions with different wind randomize profiles are presented for comparison.The results show that when parachute is less stable,the land site tends to have a larger variance.

Algorithm for Smooth S-curve Feedrate Profiling Generation

The algorithms for feedrate profile generation,such as linear and S-curve profiles,have been widely used in machinery controllers,and these algorithms can greatly improve the smoothness of motion.However,most of the algorithms lead to the discontinuous acceleration/deceleration and jerk,or high jerk levels,which is very harmful to machine tool or robot in most occasions. This paper presents a smooth S-curve feedrate profiling generation algorithm that produces continuous feedrate,acceleration,and jerk profiles.Smooth jerk is obtained by imposing limits on the first and second time derivatives of acceleration,resulting in trapezoidal jerk profiles along the tool path.The discretization of smooth S-curve feedrate is realized with a novel approach that improves the efficiency without calculating the deceleration point in each sampled time.To ensure that the interpolation time is a multiple of the value of sampled time,the feedrate,acceleration,jerk,and jerk derivative are recalculated.Meantime,to improve the efficiency,the interpolation steps of all regions are computed before interpolation.According to the distance of trajectory,the smooth S-curve acceleration and decelerations are divided into three blocks：normal block,short block type-Ⅰ,and short block type-Ⅱ.Finally feedrate discretization of short block type-Ⅰand type-Ⅱis obtained with considering the efficiency.The proposed generation algorithm is tested in machining a part on a five axis milling machine,which is controlled with the CNC system for newly developed high-speed machine tools.The test result shows that the smooth S-curve approach has the smoother feedrate,acceleration,deceleration,and jerk profiles than S-curve.The proposed algorithm ensures the automated machinery motion smoothness,and improves the quality and efficiency of the automated machinery motion planning.

Deceleration Capacity--A Novel Measure for Autonomic Nervous System in Patients with Vasovagal Syncope on Tilt-table Testing

This study was to investigate the changes of autonomic nerve function and hemodynamics in patients with vasovagal syncope(VVS) during head-up tilt-table testing(HUT). HUT was performed in 68 patients with unexplained syncope and 18 healthy subjects served as control group. According to whether bradycardia, hypotension or both took place during the onset of syncope, the patients were divided during the test into three subgroups: vasodepressor syncope(VD), cardioinhibitory syncope(CI) and mixed syncope(MX) subgroups. Heart rate, blood pressure, heart rate variability(HRV), and deceleration capacity(DC) were continuously analyzed during HUT. For all the subjects with positive responses, the normalized low frequency(LFn) and the LF/HF ratio markedly decreased whereas normalized high frequency(HFn) increased when syncope occurred. Syncopal period also caused more significant increase in the power of the DC in positive groups. These changes were more exaggerated compared to controls. All the patients were indicative of a sympathetic surge in the presence of withdrawal vagal activity before syncope and a sympathetic inhibition with a vagal predominance at the syncopal stage by the frequency-domain analysis of HRV. With the measurements of DC, a decreased vagal tone before syncope stage and a vagal activation at the syncopal stage were observed. The vagal tone was higher in subjects showing cardioinhibitory responses at the syncopal stage. DC may provide an alternative method to understand the autonomic profile of VVS patients.

A Generalized Acceleration and Deceleration Approach for Continuous Small Line Blocks with Look-ahead

Generally complex 3D contours are divided into a lot of continuous small line blocks by CAD/CAM software. When these small line blocks are used in conventional way,machine tool has to stop at the end of one move before continuing on to the next to meet accuracy requirement,which results in inefficiency.Look-ahead is an intelligent function that aims at adjusting the feed rate automatically to achieve maximum productivity while maintaining accuracy.By now most researchers just utilize the simplest linear acceleration(ACC)and deceleration(DEC)to deal with look-ahead intelligence.A generalized ACC/DEC ap- proach and corresponding optimal look-ahead algorithm based on dynamic back tracking along a doubly linked list are proposed.An improved rounding strategy for reducing interpolation errors is also presented.By using the proposed techniques,arbitrary velocity profiles that offer look-ahead feature and have the desired ACC/DEC characteristics for movement of a lot of continuous line blocks can be generated efficiently.Both simulations and experiments showed the productivity was dramatically increased without sacri- fice of accuracy.

Experimental Study of Effects of Tail Wings on Submunition Aerodynamic Characteristics

Aimed at the needs of deceleration of submunitions dispensed from the ballistic missile, wind tunnel tests were performed on the submunitions with different tail wing sizes at the Mach number range from 0.7 to 3.0 and the angle of attack range from 0° to 14°. Experimental data about the variance of aerodynamic coefficients with the Mach number and angle of attack were obtained systemically. The effects of the tail wing sizes on the drag coefficients and the center of pressure coefficients were discussed. Analyzed results show the arc tail wings designed are beneficial to both the deceleration effect and static stability. These results are significant to the tail wing design and its applications to the submunitions deceleration..

Deceleration of a continuous-wave (CW) molecular beam with a single quasi-CW semi-Gaussian laser beam

We propose a promising scheme to decelerate a CW molecular beam by using a red-detuned quasi-cw semi-Gaussian laser beam （SGB）. We study the dynamical process of the deceleration for a CW deuterated ammonia （ND3） molecular beam by Monte-Carlo simulation method. Our study shows that we can obtain a ND3 molecular beam with a relative average kinetic energy loss of about 10% and a relative output molecular number of more than 90% by using a single quasi-cw SGB with a power of 1.5kW and a maximum optical well depth of 7.33mK.

Earth rotation deceleration/acceleration due to semidiurnal oceanic/atmospheric tides:Revisited with new calculation

The global oceanic/atmospheric tides exert decelerating/accelerating secular torques on the Earth rotation. We developed new formulations to accurately calculate amounts of two kinds of secular tidal torques. After Melchior, we found that an additional factor 1+k-l = 1.216, which has been formerly neglected, must be multiplied unto the tidal torque integral. By using our refined formulations and the recent oceanic/atmospheric global tide models, we found that:(i) semidiurnal oceanic lunar/solar tides exert decelerating torques of about-4.462 × 10^(16)/-0.676 × 10^(16) Nm respectively and(ii) atmospheric S_2 tide exerts accelerating torque of 1.55 × 10^(15) Nm. Former estimates of the atmospheric S_2 tidal torque were twice as large as our estimate due to improper consideration of loading effect. We took the load Love number for atmospheric loading effect from Guo et al.(2004). For atmospheric loading of spherical harmonic degree two, the value of k′=-0.6031 is different from that for ocean loading as k′ =-0.3052,while the latter is currently used for both cases-ocean/atmospheric loading-without distinction. We discuss(i) the amount of solid Earth tidal dissipation(which has been left most uncertain) and(ii) secular changes of the dynamical state of the Earth-Moon-Sun system. Our estimate of the solid Earth tidal torque is-4.94×10^(15) Nm.

Profiling elite male 100-m sprint performance:The role of maximum velocity and relative acceleration

Purpose:This study aimed to determine the accuracy of a 4 split time modelling method to generate velocity-time and velocity-distance variables in elite male 100-m sprinters and subsequently to assess the roles of key sprint parameters with respect to 100-m sprint performance.Additionally,this study aimed to assess the differences between faster and slower sprinters in key sprint variables that have not been assessed in previous work.Methods:Velocity-time and velocity-distance curves were generated using a mono-exponential function from 4 split times for 82 male sprinters during major athletics competitions.Key race variables-maximum velocity,the acceleration time constant(τ),and percentage of velocity lost(vLoss)-were derived for each athlete.Athletes were divided into tertiles,based on 100-m time,with the first and third tertiles considered to be the faster and slower groups,respectively,to facilitate further analysis.Results:Modelled split times and velocities displayed excellent accuracy and close agreement with raw measures(range of mean bias was-0.2%to 0.2%,and range of intraclass correlation coefficients(ICCs)was 0.935 to 0.999)except for 10-m time(mean bias was 1.6%±1.3%,and the ICC was 0.600).The 100-m sprint performance time and all 20-m split times had a significant near-perfect negative correlation with maximum velocity(r≥-0.90)except for the 0 to 20-m split time,where a significantly large negative correlation was found(r=-0.57).The faster group had a significantly higher maximum velocity andτ(p<0.001),and no significant difference was found for vLoss(p=0.085).Conclusion:Coaches and researchers are encouraged to utilize the 4 split time method proposed in the current study to assess several key race variables that describe a sprinter’s performance capacities,which can be subsequently used to further inform training.

Regenerative braking control for hybrid electric vehicles under decelerating condition

The operating mode of a single shaft hybrid electric vehicle （SSHEV） in which the electric motor exerts negative torque on the shaft to imitate engine braking is analyzed. The method of determining the quantity of regenerative braking torque is proposed with the premise that the braking intensity required by the driver is satisfied. On this basis, factors that affect torque generated by the motor are listed, and how the battery＇ s temperature and state of charge （ SOC ） restrict and correct the braking torque is expounded. Finally, road test results show that the motor＇ s constant power or constant torque control is an effective way to recover the mechanical energy during decelerating.

Acceleration-Dependent Analysis of Vertical Ball Screw Feed System without Counterweight

The distinguishing feature of a vertical ball screw feed system without counterweight is that the spindle system weight directly acts on the kinematic joints.Research into the dynamic characteristics under acceleration and deceleration is an important step in improving the structural performance of vertical milling machines.The magnitude and direction of the inertial force change significantly when the spindle system accelerates and decelerates.Therefore,the kinematic joint contact stiffness changes under the action of the inertial force and the spindle system weight.Thus,the system transmission stiffness also varies and affects the dynamics.In this study,a variable-coefficient lumped parameter dynamic model that considers the changes in the spindle system weight and the magnitude and direction of the inertial force is established for a ball screw feed system without counterweight.In addition,a calculation method for the system stiffness is provided.Experiments on a vertical ball screw feed system under acceleration and deceleration with different accelerations are also performed to verify the proposed dynamic model.Finally,the influence of the spindle system position,the rated dynamic load of the screw-nut joint,and the screw tension force on the natural frequency of the vertical ball screw feed system under acceleration and deceleration are studied.The results show that the vertical ball screw feed system has obviously different variable dynamics under acceleration and deceleration.The influence of the rated dynamic load and the spindle system position on the natural frequency under acceleration and deceleration is much greater than that of the screw tension force.

New Method for Confirming the Desired Safety Headway Distance and Desired Deceleration in ACC System

A new method of confirming the desired safety headway distance and desired deceleration is put forward according to the detected static or moving target and its simulation results in Matlab are also presented. The validity of the algorithm to calculate the reference speeds of both the ACC vehicle and the targeted car according to the vector quadrangle composed of the relative distance, the relative azimuth angle, the relative speeds of the vehicles has also been demonstrated through numerical example in Matlab. New laws to obtain the desired deceleration by estimating the braking force according to the vehicle analyses force equation are established too.

Influence of Vertical Motion on Initiation of Sediment Movement

This paper makes an attempt to answer why the observed critical Shields stress for incipient sediment motion deviates from the Shields curve. The measured dataset collected from literature show that the critical Shields stress widely deviates from the Shields diagram’s prediction. This paper has re-examined the possible mechanisms responsible for the validity of Shields’ diagram and found that, among many factors, the vertical velocity in the sediment layer plays a leading role for the invalidity of Shield’s prediction. A closer look of the positive/negative deviation reveals that they correspond to the up/downward vertical velocity, and the Shields diagram is valid only when flow is uniform. Therefore, this diagram needs to be modified to account for hydraulic environments when near bed vertical velocities are significant. A new theory for critical shear stress has been developed and a unified critical Shields stress for sediment transport has been established, which is valid to predict the critical shear stress of sediment in both uniform and nonuniform flows.

Critical evaluation of American categorization of fetal heart rate (FHR) decelerations and three tier classification—Shortcomings, contradictions, remedies and need for debate

Fetal heart rate (FHR) decelerations are the commonest aberrant feature on cardiotocograph (CTG) thus having a major influence on classification ofFHRpatterns into the three tier system. The unexplained paradox of early decelerations (head compression—an invariable phenomenon in labor) being extremely rare [1] should prompt a debate about scientific validity of current categorization. This paper demonstrates that there appear to be major fallacies in the pathophysiological hypothesis (cord compression—baroreceptor mechanism) underpinning of vast majority of (variable?) decelerations. Rapid decelerations during contractions with nadir matching peak of contractions are consistent with “pure” vagal reflex (head compression) rather than result of fetal blood pressure or oxygenation changes from cord compression. Hence, many American authors have reported that the abrupt FHR decelerations attributed to cord compression are actually due to head compression [2-6]. The paper debates if there are major fundamental fallacies in current categorization of FHR decelerations based concomitantly on rate of descent (reflecting putative aetiology?) and time relationship to contractions. Decelerations with consistently early timing (constituting majority) seem to get classed as “variable” because of rapid descent. A distorted unscientific categorization of FHR decelerations could lead to clinically unhelpful three tier classification system. Hence, the current unphysiological classification needs a fresh debate with consideration of alternative models and re-evaluation of clinical studies to test these. Open debate improves patient care and safety. The clue to benign reflex versus hypoxic nature of decelerations seems to be in the timing rather than the rate of descent. Although the likelihood of fetal hypxemia is related to depth and duration ofFHRdecelerations, the cut-offs are likely to be different for early/late/variable decelerations and it seems to be of paramount importance to get this discrimination right for useful visual or computerized system of CTG interpretation.