Relevant bibliographies by topics / Curve negotiation

Academic literature on the topic 'Curve negotiation'

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Published: 14 March 2023

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Journal articles on the topic "Curve negotiation"

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Neves, Joao S., and Behnam Nakhai. "Negotiation Strategies under Sigmoid Preferences." International Journal of Strategic Decision Sciences 7, no. 3 (July 2016): 38–50. http://dx.doi.org/10.4018/ijsds.2016070102.

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The diminishing returns concept undergirds many economic theories and has led to the common assumption of concave preferences in the negotiation literature. Realizing that in practice negotiating parties are often confronted with very steep disagreements, negotiation researchers have investigated the impact of convex preferences on compromise and logrolling bargaining strategies. This article extends the previous work to the case of sigmoid preferences and examines the resulting possible shapes of the efficient frontier curve in two-party multi-issue negotiations. The implications for compromise and logrolling negotiation strategies are discussed.
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Bao, W. Q., and B. V. Brickie. "LOCOMOTIVE BEHAVIOUR DURING CURVE NEGOTIATION." Vehicle System Dynamics 17, sup1 (January 1988): 45–48. http://dx.doi.org/10.1080/00423118808969240.

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Popović, Zdenka, Luka Lazerević, and Nikolay Vatin. "Analysis of Track Gauge Widening in Curves with Small Radius." Applied Mechanics and Materials 725-726 (January 2015): 967–73. http://dx.doi.org/10.4028/www.scientific.net/amm.725-726.967.

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In this paper it was performed curve negotiation analysis of three axle bogie of locomotive type JŽ 461. This locomotive has large distance between first and middle i.e. middle and last axle, which leads to increased lateral forces during curve negotiation. Final result might be widening of track gauge in curves with small radius. This paper points that Infrastructure Manager must take into account vehicle performances and type of track when defines track gauge in curves.
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Che, T., Y. F. Gou, Z. G. Deng, J. Zheng, B. T. Zheng, and P. Chen. "A method to enhance the curve negotiation performance of HTS Maglev." International Journal of Modern Physics B 29, no. 25n26 (October 14, 2015): 1542037. http://dx.doi.org/10.1142/s0217979215420370.

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High temperature superconducting (HTS) Maglev has attracted more and more attention due to its special self-stable characteristic, and much work has been done to achieve its actual application, but the research about the curve negotiation is not systematic and comprehensive. In this paper, we focused on the change of the lateral displacements of the Maglev vehicle when going through curves under different velocities, and studied the change of the electromagnetic forces through experimental methods. Experimental results show that setting an appropriate initial eccentric distance (ED), which is the distance between the center of the bulk unit and the center of the permanent magnet guideway (PMG), when cooling the bulks is favorable for the Maglev system’s curve negotiation. This work will provide some available suggestions for improving the curve negotiation performance of the HTS Maglev system.
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Wang, Li Hua, An Ning Huang, and Guang Wei Liu. "Analysis on Curve Negotiation Ability of the Rail Vehicle Based on SIMPACK." Advanced Materials Research 721 (July 2013): 551–55. http://dx.doi.org/10.4028/www.scientific.net/amr.721.551.

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The curve negotiation ability and lateral stability are the important and contradictory indicators when evaluating the dynamic performance of the rail vehicle. And in order to study the stability of the rail vehicle, its curve negotiation ability will be studied firstly. In this paper, the whole multi-body dynamic model of the rail vehicle was proposed based on the theory of multi-body dynamics in the software of Simpack. And the lateral force, derailment and overturning coefficient of the rail vehicle when it passed through a specific curve track with specific speed. Then the curve negotiation ability of the rail vehicle was estimated accurately.
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BI, Xin. "Dynamic Process Analysis of Locomotive Bogie Curve Negotiation." Journal of Mechanical Engineering 49, no. 22 (2013): 150. http://dx.doi.org/10.3901/jme.2013.22.150.

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Bosetti, Paolo, Mauro Da Lio, and Andrea Saroldi. "On Curve Negotiation: From Driver Support to Automation." IEEE Transactions on Intelligent Transportation Systems 16, no. 4 (August 2015): 2082–93. http://dx.doi.org/10.1109/tits.2015.2395819.

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Gawron, V. J., and T. A. Ranney. "Curve negotiation performance in a driving simulator as a function of curve geometry." Applied Ergonomics 21, no. 1 (March 1990): 33–38. http://dx.doi.org/10.1016/0003-6870(90)90071-5.

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He, Qinglie, Chengbiao Cai, Shengyang Zhu, Kaiyun Wang, Yongzhi Jiang, and Wanming Zhai. "Improvement on Curve Negotiation Performance of Suspended Monorail Vehicle Considering Flexible Guideway." International Journal of Structural Stability and Dynamics 20, no. 05 (May 2020): 2050057. http://dx.doi.org/10.1142/s0219455420500571.

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This work presents the investigation and improvement on curve negotiation performance of suspended monorail vehicle considering a flexible guideway. First, a spatial train–guideway interaction model of suspended monorail system (SMS) is established based on the secondary development of ANSYS software. Then, the dynamic analysis of the train over the flexible curved guideway is conducted, and the curve negotiation performance of the vehicle and the guideway vibration feature are revealed. Subsequently, several crucial design parameters that significantly influence the curve negotiation performance of the vehicle are found, and their influences on the train–guideway dynamic responses are systematically investigated. Finally, by comprehensively considering the dynamic indexes of the vehicle–guideway system, the optimal ranges of these crucial design parameters are obtained. Results show that decreasing the radial stiffness of guiding tyre can effectively reduce the lateral vibration levels of vehicle and guideway, but it would increase the lateral displacements of the bogie and hanging beam; and the radial stiffness is finally suggested to be around 1[Formula: see text]kN/mm by comprehensively considering all dynamic indexes. Increasing the initial compression displacement of guiding tyre can well limit the lateral displacements of the bogie and the hanging beam, thus enhancing the train running safety; however, it would intensify the vehicle-guideway lateral vibration level; especially, the optimal initial compression displacement of guiding tyre is related to its radial stiffness characteristics. To ensure a good curve negotiation performance of vehicle and guideway vibration level, the stiffness of the anti-roll torsion bar and the initial gradient angle of the installed trapezoid four-link suspended device are suggested to be 1.0[Formula: see text]MNm/rad and 65–[Formula: see text], respectively.
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Kim, Ki-Jung, Hyung-Suk Han, Chang-Hyun Kim, and Seok-Jo Yang. "Effect of Damper Between Maglev Vehicles on Curve Negotiation." Transactions of the Korean Society of Mechanical Engineers A 37, no. 4 (April 1, 2013): 581–87. http://dx.doi.org/10.3795/ksme-a.2013.37.4.581.

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Dissertations / Theses on the topic "Curve negotiation"

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Pilgrim, Michael. "The impact of differential friction on curve negotiation speed." Thesis, University of Canterbury. Engineering, 2014. http://hdl.handle.net/10092/10276.

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This thesis considers the impact of differential skid resistance between wheel paths on the speed at which a vehicle can safely negotiate a curve. Currently the New Zealand Transport Agency undertakes measurement of the co-efficient of friction on the state highway network by measuring both wheel paths, but taking the average value to represent the level of skid resistance available. Part of the basis for this approach is that modern cars have Electronic Stability Control that has historically been considered to negate the effects of any differential friction. Aside from straight line braking testing, little research has been done on the impacts of differential friction on curves. There are however a number of areas of research that can be related to this topic.By PC Crash simulation modeling, this research identifies that there are a number of gaps in our understanding of the relationship between vehicles maneuvering on a curve and the effect of varying skid resistance. It concludes that taking the average of the two values is not the same as considering them separately and, that as the difference in the co-efficient of friction between the wheel paths increases, the speed at which a vehicle can safely maneuver around a curve decreases. It has also been found that when Electronic Stability Control is used the speed at which the vehicle can safely maneuver around a curve decreases further.
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CATANI, LORENZO. "A Simulation-Based Study on Driver Behavior when Negotiating Curves with Sight Limitations." Doctoral thesis, Politecnico di Torino, 2019. http://hdl.handle.net/11583/2732874.

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Tomrley, Corinna Gail. "'Stars say... Sod the diet!' : ambivalent negotiation of the skinny/curvy/fat celebrity body." Thesis, University of York, 2010. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.583274.

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This project examines contemporary understandings of the body, specifically those pertaining to fatness. The focus is celebrity gossip magazines (CGMs) as they are a common form through which women's bodies are scrutinised. I ask: How are women's bodies discussed through the discourses of fatness and femininity in celebrity gossip texts? How do women make sense of bodies through these texts? Much feminist theorising of the body has engaged with the idea of women's bodies as always in need of correction. Such work has limited discussion of lived fatness while more radical perspectives on fatness have been largely written out of feminist history. This thesis draws from both fat studies and women's studies and situates the presentation of bodies and fat in CGMs at their intersection. The research methodology utilises three sites: gossip magazines, interviews with women who read CGMs, and an online survey of responses to gossip images. The analysis centres on identifying the interplay of notions of skinny / curvy/fat in the representation of bodies and investigating the slippages and interactions between these terms. Gossip texts are shown to offer ambiguous views on women's bodies due to their shifting presentation of 'flaws', and this practice creates spaces for more realistic perceptions of bodies. Criticism of body idealisation stems from the incorporation of feminist work into a popular critical consciousness; but while 'the media' is often blamed for 'harmful' images, CGMs are complex, and this research demonstrates how women both criticise and enjoy them. In conclusion, as feminists we need to highlight embodiment and challenge our assumptions about body size, as well as demonstrate women's ability to change how female bodies are portrayed and discussed and consider discourse about femininity and fat from the perspectives of women of all sizes.
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Губар, Олексій Васильович, Алексей Васильевич Губарь, Alexei V. Gubar, and Aleksey V. Gubar. "Обґрунтування норм улаштування та утримання колії для кривих з радіусами менше 350 метрів." Thesis, Видавництво Дніпропетровського національного університету залізничного транспорту імені академіка В. Лазаряна, 2011. http://eadnurt.diit.edu.ua/jspui/handle/123456789/757.

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Губар, О. В. Обґрунтування норм улаштування та утримання колії для кривих з радіусами менше 350 метрів : авт. дис. к. т. н.: 05.22.06 / О. В. Губар ; Дніпропетр. нац. ун-т залізн. трансп. ім. акад. В. Лазаряна. - Д., 2011.
UA: АНОТАЦІЯ. Дисертація присвячена обґрунтуванню норм улаштування та утримання колії для кривих з радіусами менше 350 м шляхом впровадження конструкції рейкових скріплень з можливістю складання та регулювання ширини колії у як в межах кругових, так і перехідних кривих для типових залізобетонних шпал. Розроблено математичну модель взаємодії рухомого складу і колії та програмне забезпечення, які дозволили в дисертації встановити раціональні обґрунтовані норми ширини колії та розробити технологію складання колії з залізобетонними шпалами. Надано методики суцільного і локального регулювання ширини колії зі скріпленням СКД65-Б. Отримані теоретичні й практичні результати використано в розробці конструкції колії на залізобетонних шпалах для кривих ділянок радіусом менше 350 м.
RU: АННОТАЦИЯ. Диссертация посвящена обоснованию норм устройства и содержания пути для кривых с радиусами менее 350 м путем внедрения конструкции рельсовых скреплений с возможностью устройства и регулирования ширины колеи как в пределах круговых, так и переходных кривых для типовых железобетонных шпал. Выполнен анализ материалов расследования сходов подвижного состава. Установлено, что основная часть сходов имеет место на станциях в кривых с радиусом менее 350 м при выполнении маневровых работ. В большинстве случаев сходили с рельсов локомотивы с трехосными тележками. Существующие на сегодня нормы ширины пути в кривых участках рассчитанны исходя из условий вписывания жесткой базы массового железнодорожного экипажа. Расчеты обоснования этих норм разрабатывались с учетом наличия, на то время, в вагонном парке длиннобазных двухосных вагонов и грузовых вагонов с трехосными тележками. При массовом внедрении железобетонных шпал норма ширины колеи на прямых и кривых при радиусе 300 м и больше на железобетонных шпалах установлена одинаковой, равной 1520 мм. Область применения железобетонных шпал ограничена величиной радиуса из-за необходимости обязательного расширения ширины колеи в кривых участках меньших радиусов. На сегодняшний день как на железных дорогах Украины, так и стран СНГ отсутствуют обоснованные нормы устройства пути на железобетонных шпалах в кривых участках пути с радиусами круговых кривых менее 350 м. Такие обоснования отсутствуют, в первую очередь, из-за того, что отсутствуют конструкции пути, которые отвечали бы требованиям для таких кривых, а именно возможностью устройства пути с заданной и обоснованной шириной колеи в пределах круговой кривой и обеспечения отвода расширения в пределах переходных кривых. Кроме того, такая конструкция должна предусматривать возможность регулирования ширины колеи, которая изменяется в процессе эксплуатации. Вопросом возможности внедрения железобетонных шпал в кривых участках с радиусами менее 350 м непрерывно занимались еще с 70-тых годов прошлого столетия. Как результат – в круговых кривых с радиусами от 200 м до 450 м было разрешено укладывать специальные железобетонные шпалы (типа Ш-6) с нормой ширины колеи 1535 мм, но опыт их эксплуатации оказался достаточно неудачным, из-за отсутствия как возможности регулирования ширины колеи, так и отсутствия возможности создания отвода ширины колеи в пределах переходных кривых. Автором разработана конструкция рельсовых скреплений для типовых железобетонных шпал (Ш-1, Ш-6), что дает возможность устройства и регулирования ширины колеи в кривых участках любого радиуса как в пределах круговых, так и переходных кривых. Эта конструкция прошла опытную эксплуатацию на сети железных дорог Украины и введена в постоянную эксплуатацию приказом Государственной администрации железных дорог Украины. В настоящее время при отсутствии длиннобазных двухосных вагонов и вагонов с трехосными тележками в вагонном парке и наличием разработанной автором конструкции, что позволяет собрать путь с шириной колеи до 1535 мм (1540 мм со шпалами типа Ш-6) появилась техническая возможность установления и регулирования ширины колеи в кривых, где необходимое ее расширение. Это вызывает необходимость обоснования норм устройства и содержания колеи для кривых с радиусами менее 350 м. О необходимости таких норм для железобетонных шпал в кривых участках пути с радиусами кривых менее 350 м свидетельствует количество деревянных шпал, уложенных в путь и которые могут быть заменены на железобетонные шпалы. Например, на Львовской железной дороге уложено 4 млн. 554 тыс. деревянных шпал что составляет 48 процентов от общего количества шпал, а на остальных железных дорогах доля деревянных шпал составляет от 22 до 30 % от их общего количества. Больше всего деревянных шпал имеют так называемые горные дистанции, где много кривых радиусом менее 350 м. Кроме того, фактический срок службы железобетонных шпал отвечает расчетному и складывает около 40 лет, а фактический срок службы деревянных шпал составляет около 7–7,5 лет, что в 2–2,5 раза меньше от расчетного. Основная причина сокращения срока службы связана с механическими повреждениями древесины в результате частых перешивок рельсовых нитей. По этой причине 33 процента деревянных шпал непригодны для дальнейшего использования. Кроме того, закупки деревянных шпал ограничены малым объемом предложений от поставщиков, из-за чего шпал катастрофически не хватает не только для проведения плановых, но и текущих ремонтов. Разработана математическая модель взаимодействия подвижного состава и пути и программное обеспечение, которые позволили в диссертации установить рациональные обоснованные нормы ширины пути и разработать технологию устройства и содержания пути с железобетонными шпалами. Полученные теоретические и практические результаты использованы в разработке конструкции пути на железобетонных шпалах для кривых участков радиусом менее 350 м и использованы в нормативно-техническом документе Укрзализныци «Инструкция по устройству и текущему содержанию пути со скреплениями типа СКД65» ЦП-0199.
EN: ANNOTATION. The present thesis grounds the standards of conformation and maintenance of track for curves with radiuses less than 350 m by introducing the rail clips device with the option of setting railway gauge within the ambit of both circular and transition curves for typical concrete ties. The mathematical model of interaction of rolling stock and track and the software that allowed setting properly grounded standards of railway gauge and developing the technology of conformation and maintenance of track with concrete ties are worked out in the thesis. Methods of general and local adjustment of railway gauge with the help of СКД65-Б rail clip are given. Theoretical and practical educts were used in the development of conformation of track with concrete ties for curves with radiuses less than 350 m.
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YEH, YI-CHUN, and 葉怡君. "To expand in Exercise self-Identity and Constraint negotiation strategies in the theory of Planned Behavior among Female: A Case Study of Curves." Thesis, 2016. http://ndltd.ncl.edu.tw/handle/67ae9z.

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碩士
亞洲大學
休閒與遊憩管理學系
104
The theory of planned behavior is an expectancy-value model based on the assumption that the planned behavior, in turn, is determined by attitude, subjective norms, and perceived behavior control (Ajzen, 1991). Recent studies have shown that a person’s sense of self-identity may influence one’s behavior (Terry, Hogg, & White,1999). And the relationship between self-identity and exercise behavior is positive (De Bruijn & Van den Putte, 2012). In addition, Jackson, Crawford, and Godbey(1993) proposed that the constraints that individuals perceive do not always lead to non-participation; people may use appropriate negotiated strategies to overcome the constraints. Some successful negotiation strategies of leisure constraints, such as individual’s motivation, personal control, and self-efficacy, are frequently used. In this paper we plan to expand the theory of planned behavior by adding two mediating variables of the exercise self-identity and the constraint negotiation strategy. That is, this study aims to investigate the mediating effects of the exercise self-identity and the constraint negotiation strategy on the relationship between three precursors in the theory of planned behavior and participation intention in Curves exercise. Six scales were included in the questionnaire: attitude toward exercise, subject norm, perceived behavior control, exercise self-identity, the constraint negotiation,and behavioral intention. A seven-point scale was used from “1= very disagree” to “7=very agree.” We sent a preliminary questionnaire to 35 participants in one of Curves centers on a voluntary basis. And we received responses from 34 people (97%) within two weeks. Based on the analysis of the pilot study, the questionnaire is revised. Then, using all the members of Curves (only for female) as the population, a stratified sampling was used. In total, questionnaires were sent out to twenty Curves centers in the whole Taiwan by a regular mailing system. Each Curves center helped distribute the questionnaires to 30 members. In other words, 600 questionnaires were sent out to members. Then, we received responses from 555 females (92.5%). The range of age is between 14 and 70 with a mean age of 41. The Cronbach Alphas for the scales were between 0.782 and 0.959. Modification indexes were used to revise the scales in the confirmatory factor analysis. Then, the structural equation modeling (SEM) is used to examine the proposed model. The model fit is acceptable: The Normed Chi-Square index (NCI)=3.839, Goodness of fit index (GFI) = 0.911, root mean square error of approximation (RMSEA) = 0.072, Goodness of fit index (GFI) = 0.911, adjust good of fit index (AGFI) = 0.875, Root Mean square Residual (RMR) = 0.072, Normed-fit index(NFI)= 0.928, Incremental fit index (IFI) = 0.945, Comparative Fit Index (CFI) =0.945. Most of the path coefficients are significant: 0.308 for attitude, 0.253 for exercise self-identity, and 0.173 for negotiation were positively significant with behavior intentions; 0.239 for attitude, 0.145 for subjective norm, and 0.426 for perceived behavior control were positively significant with exercise self-identity; 0.157 for attitude, 0.189 for subjective norm, and 0.245 for perceived behavior control were positively significant with negotiation. Some path coefficients are not significant. Variables of the subjective norm and perceived behavior control had no significant relationship with behavior intentions. In terms of the mediation roles of the exercise self-identity and the constraint negotiation, the results indicated that both exercise self-identity and the constraint negotiation partially mediated the relationship between attitude and intention, but seemed to fully mediate the relationship between subject norm and intention and the relationship between perceived behavior control and intention. The mediating effect of the exercise self-identity seems to be stronger than that of the constraint negotiation. On the whole, this model explains 30% of variance in behavioral intentions (R square = 0.30). These findings suggest that the exercise self-identity and the constraint negotiation strategy can be mediators in the theory of planned behavior when applied into Curves exercise. In conclusion, it is majorly the active attitudes of the female participants to engage in the circuit exercise of Curves centers through the enhancement of psychological exercise self-identity and adoption of constraint negotiation strategy.
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Lee, Wen-feng, and 李文峰. "Dynamic Analyses of a High-Speed Train in the Secondary Suspension System Equipped with Semi-Active Dampers Negotiating on Curved Tracks." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/67002566284733176816.

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博士
國立臺灣科技大學
機械工程系
102
Multiple studies have indicated that when the rigidity of the vehicle suspension system increases, the displacement of the car body and bogie decreases. Although this can enhance the stability of rail vehicles moving at high speed, the vibration produced by wheel/rail interaction mechanism transmitted to the car body via its components which will greatly reduce passenger comfort. This effect is very significant when rail vehicles operating on curved tracks. The objective of this study is applying numerical simulation method to investigate the dynamic behaviors of a high-speed vehicle equipped with a semi-active Skyhook dampers operating on a curved track. In this study, coupling is achieved between vehicle and track systems through the wheel/rail interaction mechanism, and a Skyhook semi-active damper was applied to replace the traditional damper. To closely simulate the actual situation, the model use in this study is considered the car body and rail were Timoshenko beams and the rails possess actual measurement irregularity. Through the Newmark Method, the dynamic responses could be obtained at each time step to analyze the effects of the dynamic behavior of the rail vehicle equipped with semi-active Skyhook dampers. Simulation results showed that the lateral displacement and the lateral acceleration of the car body for a semi-active Skyhook damper can be suppressed up to 33%. This simulation result is in good agreement with the measurements obtained from a running test shown in literature. This indicates that semi-active damper can effectively increase the riding comfort. Especially, the benefit of applying semi-active is highly profound when a rail vehicle runs through a curve with having small curvature radius or having insufficient cant deficiency.
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Books on the topic "Curve negotiation"

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Johnson, Christian. Learning Curves, Vol. VI: Using and Negotiating Over-the-Counter Derivatives Documentation. Euromoney Institutional Investor, 2005.

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Book chapters on the topic "Curve negotiation"

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Bao, W. Q., and B. V. Brickie. "Locomotive Behaviour During Curve Negotiation." In The Dynamics of Vehicles on roads and on tracks, 45–48. London: CRC Press, 2021. http://dx.doi.org/10.1201/9781003210894-6.

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Savkoor, Arvin R., and Sergio Ausejo. "Analysis of Driver's Steering and Speed Control Strategies in Curve Negotiation." In The Dynamics of Vehicles on Roads and on Tracks, 94–109. London: CRC Press, 2021. http://dx.doi.org/10.1201/9781003210924-8.

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Vijayaram, Vaishnavi Thogttluva. "Learning Curve." In Negotiating Cultural Encounters, 61–80. Hoboken, NJ, USA: John Wiley & Sons, Inc., 2013. http://dx.doi.org/10.1002/9781118504871.ch3.

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Penkala-Gawęcka, Danuta. "The Quest for a Cure for COVID-19." In Negotiating the Pandemic, 155–71. London: Routledge, 2022. http://dx.doi.org/10.4324/9781003187462-13.

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Corniolo, Elena. "Poteri signorili e chiese locali in Valle d’Aosta (XV secolo)." In La signoria rurale nell’Italia del tardo medioevo. 3 L’azione politica locale, 51–66. Florence: Firenze University Press, 2021. http://dx.doi.org/10.36253/978-88-5518-427-4.04.

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Aim of this article is to discuss the relationship between local powers and local churches starting from a peculiar case study: Cogne’s valley between XIIIth and XVth century. Set in Aosta valley, in the heart of Western Alps, this place was connected with many different local powers: the Prince of Savoy, who had the territorial control of the whole region; the bishop of Aosta, who exercised a jurisdictional power over the valley of Cogne and, as chief of the diocese, was responsible for the cure of souls of the inhabitants; the Priory of Sant’Orso, who administered the Cogne’s parish. The superposition of different powers produced many conflicts, which saw the community of Cogne acting as the fourth essential protagonist. Through the analysis of heterogeneous set of documents (ecclesiastical visitations, franchises, donations), the article shows how the community was able to gain its space of action thanks to the negotiation with the different powers active on the territory.
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Krupnik, Igor. "Negotiating Co-production: Climbing the Learning Curve." In Resilience Through Knowledge Co-Production, 277–86. Cambridge University Press, 2022. http://dx.doi.org/10.1017/9781108974349.022.

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"Chapter 6 Spider WoMen Transfixed: Negotiating Crisis and Cure." In Dances with Spiders, 137–58. Berghahn Books, 2022. http://dx.doi.org/10.1515/9781845458751-010.

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Jamson, Hamish. "Curre negotiation in the Leeds Driving Simulators tie role of driver experience." In Engineering Psychology and Cognitive Ergonomics, 351–58. Routledge, 2020. http://dx.doi.org/10.1201/9780429027918-44.

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Włodzimierz, Mich. "Obcy W Polskim Domu: Nacjonalistyczne Koncepcje RozwiąZania Problemu Mniejszości Narodowych 1918‒1939." In Polin: Studies in Polish Jewry Volume 13, 436–40. Liverpool University Press, 2000. http://dx.doi.org/10.3828/liverpool/9781874774600.003.0042.

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(Lublin: Wydawnictwo Uniwersytetu Marii Curie-Skłodowskiej, 1994); pp. 144 The question of how to ensure the rights of ethnic minorities constituted one of the most controversial and troublesome aspects of the Paris peace settlement at the end of the First World War. As early as spring 1919 ongoing peace negotiations revealed a reluctance and even open opposition on the part of the new nation-states of east central Europe towards the implementation of provisions for ethnic minorities. Under pressure from the Allied powers, the new nation-states eventually signed their respective minority treaties, but opposition towards ethnic minorities rights not only remained, but actually increased in many of these states during the course of the next twenty years....
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Katajala-Peltomaa, Sari. "Community Responses to Demonic Presence." In Demonic Possession and Lived Religion in Later Medieval Europe, 69–100. Oxford University Press, 2020. http://dx.doi.org/10.1093/oso/9780198850465.003.0004.

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Demonic possession exposed the boundaries of normalcy by deviating from it. It was a social phenomenon jeopardizing communal peace and harmony, and communities responded to it with very concrete measures: by searching for a diagnosis and cure and by finding ways to treat the deviant during the affliction. This chapter finds that the depositions to canonization processes point rather to a nuanced, fragmented, and multifaceted negotiation of this phenomenon by the communities involved rather than to a generally accepted cultural concept of demonic possession. Fear, anger, and disgust are among the emotional responses to demonic presence, but possession was not a categorization used to marginalize members of the community who had already been deemed deviant. References to compassion can also be found, indicating an ability to feel empathy for the victims. The possessed were not inevitably ostracized; they were tolerated and finally, after a miraculous delivery, integrated back into society.
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Conference papers on the topic "Curve negotiation"

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Mikolajetz, Anna, Matthias J. Henning, Axel Tenzer, Robert Zobel, Josef F. Krems, and Tibor Petzoldt. "Curve Negotiation: Identifying Driver Behavior Around Curves with the Driver Performance Database." In Driving Assessment Conference. Iowa City, Iowa: University of Iowa, 2009. http://dx.doi.org/10.17077/drivingassessment.1348.

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Li, Cheng-Xi, Yan Yang, Xiao-Yu Chen, Jin-Dan Xu, Shan Song, Dong-Chen Fan, and Fei Chen. "Mental workload of young drivers during curve negotiation." In 2014 International Conference on Connected Vehicles and Expo (ICCVE). IEEE, 2014. http://dx.doi.org/10.1109/iccve.2014.7297558.

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Profumo, Luca, Lorenzo Pollini, and David A. Abbink. "Direct and Indirect Haptic Aiding for Curve Negotiation." In 2013 IEEE International Conference on Systems, Man and Cybernetics (SMC 2013). IEEE, 2013. http://dx.doi.org/10.1109/smc.2013.318.

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Barendswaard, Sarah, Daan M. Pool, Erwin R. Boer, and David A. Abbink. "A Classification Method for Driver Trajectories during Curve-Negotiation." In 2019 IEEE International Conference on Systems, Man and Cybernetics (SMC). IEEE, 2019. http://dx.doi.org/10.1109/smc.2019.8914301.

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Hua, Lin, and Larry Hixon. "New Method for Horizontal and Vertical Curve Negotiation Angle Calculation." In ASME/IEEE 2007 Joint Rail Conference and Internal Combustion Engine Division Spring Technical Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/jrc/ice2007-40006.

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A new method for the “horizontal and vertical curve negotiation angle calculation” is developed and presented in this paper. The new method greatly reduces the complexity of the current procedure while maintaining the accuracy of the final result. An example is given to illustrate the difference between the current and the alternate method. The accuracy of the new method is shown as well. Discussion and conclusions are given in the final part of this paper.
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Sim, K. S. "A study of an active steering bogie system for the curve negotiation on a sharp curved track." In COMPRAIL 2014, edited by H. M. Hur, T. W. Park, and M. J. Kim. Southampton, UK: WIT Press, 2014. http://dx.doi.org/10.2495/cr140751.

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Suda, Yoshihiro, Wenjun Wang, Hisanao Komine, Yoshi Sato, Takuji Nakai, and Yoshiyuki Shimokawa. "Simulation of Low Speed Transition Curve Negotiation and Air Suspension Control to Prevent Wheel Load Reduction of Railway Vehicle." In ASME 2005 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2005. http://dx.doi.org/10.1115/detc2005-84317.

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This paper presents the curving performance of railway vehicles with Air Suspensions. Air Suspensions sometimes cause reduction of Wheel Load at transition curve negotiation. The axle spring of leading axle outside and air spring of leading bogie outside will extend when passing the exit transition curve because of the distortion of the track plane. Because Air Suspension has an automatic leveling function that each air spring is controlled by Leveling Valve to maintain a constant length, air in the extended spring exhaust through Leveling Valve to reduce the pressure of this air spring in order to make it back to original length. So the air spring pressure of leading bogie outside reduces furthermore and Wheel Load of leading axle outside reduces severely. This may be the reason of derailment. The distortion of track plane unbalances inner pressure of Air Suspensions and vertical load of wheels at entrance transition curve, because of the nonlinear characteristic of Air Suspension system caused by the Leveling Valve. Computer simulation of low speed transition curve negotiation shows that the lower running speed is, the more severe unbalance of Air Suspension inner pressure and Wheel Load become. The reduction of 1st axle outside wheel at exit transition curve is depended on this Wheel Load unbalance phenomena at circular curve. And this running process influences the after behavior of railway vehicle. The simulation also shows that the longer entrance transition curve is, the more severely the 1st axle outside Wheel Load reduces. The full-scale bench experiments gave the result as nearly same as computer simulation. A new concept control device is proposed to prevent the reduction of Wheel Load at exit transition curve. Both the simulation and bench experiment proved its control performance of Wheel Load reduction prevention. And proposed control device can also be used in tilting control and kneeling control of railway vehicle. General multi-body dynamics analysis software SIMPACK is used to confirm advantageous effect of proposed control device and full vehicle curve passing simulation shows that derailment coefficient reduced when proposed control device is applied in transition curve negotiation.
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Mulder, Mark, David A. Abbink, and Erwin R. Boer. "The effect of haptic guidance on curve negotiation behavior of young, experienced drivers." In 2008 IEEE International Conference on Systems, Man and Cybernetics (SMC). IEEE, 2008. http://dx.doi.org/10.1109/icsmc.2008.4811377.

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Tong, Xiangrong, and Liang Guo. "Learning opponent's indifference curve in multi-issue negotiation combining rule based reasoning with Bayesian classifier." In 2010 Sixth International Conference on Natural Computation (ICNC). IEEE, 2010. http://dx.doi.org/10.1109/icnc.2010.5582374.

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Tanaka, Takayuki, and Hiroyuki Sugiyama. "Quasi-Static Curve Negotiation Analysis of Railway Vehicle Considering Nonlinear Air Suspension LV and DPV Flow Characteristics." In ASME 2019 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/detc2019-97936.

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Abstract Accurate prediction of vehicle curve negotiation performance is critically important for evaluation of railway vehicle safety. Although multibody dynamics vehicle simulation has been widely utilized for the vehicle performance evaluation, nonlinearities associated with the air suspension behavior are vastly simplified and the air mass flows of the leveling valve (LV) and differential pressure valve (DPV) are neglected in many cases. It is, however, known that changes in the air spring pressure caused by the LV and DPV make a non-negligible impact on the vertical wheel load variation and the derailment safety in small radius curved tracks. Therefore, this paper presents a numerical procedure for the analysis of the coupled vehicle and air suspension system behavior, considering nonlinearities associated with LV and DPV flow characteristics. To enable quick and accurate prediction of the history-dependent LV-induced wheel load unbalance and its impact on the derailment safety, quasi-static vehicle motion solvers for the fully coupled vehicle and air spring system flow equations are developed. Several numerical examples are presented to demonstrate the simulation capabilities developed in this study and numerical results are validated against the test data.
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