Relevant bibliographies by topics / Curve radius

Academic literature on the topic 'Curve radius'

Author: Grafiati
Published: 10 December 2022
Last updated: 19 February 2023

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Journal articles on the topic "Curve radius"

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Wang, Pu, Daolin Si, Shuguo Wang, and Qiang Yi. "Study on Gage Widening Methods for Small-Radius Curves." Applied Sciences 11, no. 12 (June 8, 2021): 5334. http://dx.doi.org/10.3390/app11125334.

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Existing gage widening standards and the influence of gage widening on the curve passing performance of trains and rail wear were examined. The existing gage widening theory can determine the minimum curve radius that needs to be widened, the widening value required by curves with different radii, and whether multiaxle locomotives can pass small-radius curves. However, it does not quantify the influence of the gage widening value on the curve passing performance and track maintenance workload. The range of the minimum curve radius that needs to be widened is 220–350 m, whereas some countries adopt a radius of 600 m; the maximum gage widening range is 15–20 mm, and few countries adopt gage widening values exceeding 30 mm. When the gage widening value increases from 0 to 10 mm, the lateral force of the curved wheel or rail with a radius less than 300 m is reduced by 16–20%, and that with a radius exceeding 300 m is reduced by 10–15%. The results of this study reveal that using proper gage widening values can reduce the lateral force of the wheel or rail and improve the curve passing performance. In the rail lifecycle, the implementation of the current gage widening standard requires only one gage adjustment operation, whereas the implementation of the original gage widening standard requires doubling gage adjustment operations.
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Jose Andueza, Pedro. "Mathematical Models of Vehicular Speed on Mountain Roads." Transportation Research Record: Journal of the Transportation Research Board 1701, no. 1 (January 2000): 104–10. http://dx.doi.org/10.3141/1701-13.

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Mathematical models were developed to estimate vehicular speed on curves and tangents in mountain roads. The 85th percentile speed for curves was estimated by using the radius of the curve under consideration, the radius of the previous curve, sight distance in the curve, and tangent length before the curve. The average speed was calculated by using the radius of the curve under consideration, the radius of the previous curve, and sight distance. The 85th percentile and the average speed were estimated by using the radius of the previous curve and tangent length. Speeds adopted by drivers respond not to engineer’s design speed but to geometric characteristics of the road. A design procedure is proposed that takes advantage of available design speed and driver behavior on the road at the same time. On a curve, drivers consider two efficiency measures: speed and comfort. On some curves, they prefer to feel a certain degree of discomfort in exchange for obtaining greater speeds. For some geometric conditions, drivers adopt a speed that sacrifices not only comfort but also safety.
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Loktev, Alexey Alexeevich, Vadim Vadimovich Korolev, Irina Viktorovna Shishkina, and Vladislav Sergeevich Kuskov. "Selection of shape for turnout curve of high-speed switches." Transport of the Urals, no. 3 (2020): 62–67. http://dx.doi.org/10.20291/1815-9400-2020-3-62-67.

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The main factor at determination of radius of turnout curve under the conditions of comfortable driving is the limitation of centrifugal acceleration increment amount per unit time. For this reason, at designing high-speed switches it is advisable to use variable-radius curves as a turnout curve. The paper considers variable-radius curves - cubic parabola, parabola of the fourth order and sine curve. On the basis of the comparative assessment it is established that the sine curve is the most acceptable variant for using as a turnout curve in high-speed switches.
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Lou, Ping, Yonghe Li, Hongbo Xiao, Zhengang Zhang, and Shide Lu. "Influence of Small Radius Curve Shield Tunneling on Settlement of Ground Surface and Mechanical Properties of Surrounding Rock and Segment." Applied Sciences 12, no. 18 (September 11, 2022): 9119. http://dx.doi.org/10.3390/app12189119.

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Compared with straight tunnels, over-excavation occurs on the inner side of the curved section during shield construction of small radius curved tunnels, and the disturbance to the ground surface and mechanical properties of surrounding rock and segment are more severe. This paper establishes the numerical models of small radius curve tunnels and straight tunnels to study the characteristics of surface deformation caused by the shield excavation of small radius curved tunnels and the influence of shield construction parameters on ground settlement, surrounding rock deformation, and segment force. The maximum error between the numerical simulation results and the measured surface settlement curve is 7.3%, which is in good agreement. The results show that: (1) The maximum value of the surface settlement of the small radius curve tunnel appears inside the curve section, and with the decrease in the curve radius, the surface settlement increases, and the distance between the peak settlement point and the tunnel center is larger. (2) When the curve radius of the tunnel is smaller, the lateral displacement of the ground surface moves farther to the inner side, and the range of soil mass with lateral displacement in the inner side is also wider. (3) Increasing the heading face pressure and grouting pressure can reduce surface settlement, but the heading face pressure should not exceed 350 kPa, and the grouting pressure should not exceed 250 kPa. (4) When the curve radius is smaller, the deformation of surrounding rock and the segment stress is larger.
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He, Jiao Long, Shu Guang Chen, and Xin Sheng Zhang. "Research on Technology of Highway Curve and Slope Road Segment Alignment Safety Design." Applied Mechanics and Materials 204-208 (October 2012): 1665–68. http://dx.doi.org/10.4028/www.scientific.net/amm.204-208.1665.

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In the paper, Combination curved with slope road segment on the driving experiment , The paper is analyzed the curve and slope road segment on Gradient, Horizontal Curve Radius, Speed and heart rate these variables of the inherent relation and law. The model of the relationship of the longitudinal slope and horizontal curve radius and heart rate is set up. By employing regression analysis, Conduct quantitative analysis, calculation and can be determined by the minimum horizontal curve radius value of vertical slope corresponding to at different vehicle-speeds on curved with longitudinal slope,Theoretical reference is provided for designers in the design technology research.
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Xin, Chunfu, Zhenyu Wang, Pei-Sung Lin, Chanyoung Lee, and Rui Guo. "Safety Effects of Horizontal Curve Design on Motorcycle Crash Frequency on Rural, Two-Lane, Undivided Highways in Florida." Transportation Research Record: Journal of the Transportation Research Board 2637, no. 1 (January 2017): 1–8. http://dx.doi.org/10.3141/2637-01.

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The association between horizontal curve design (e.g., radius and type) on rural, two-lane, undivided highways and motorcycle crash frequency is not well documented in existing reports and publications. This study aimed to investigate the effects of design parameters and associated factors on the occurrence of motorcycle crashes with consideration of the issue of unobserved heterogeneity. A random-parameters negative binomial regression model was developed on the basis of data on 431 motorcycle crashes, which were collected on 2,179 horizontal curves along two-lane, undivided highways in Florida for 11 years (2005 to 2015). Four normally distributed random parameters (i.e., logarithm of curve radius, reverse curves, pavement condition, and rough pavement indicator) were identified to represent their heterogeneity caused by unobserved factors over time, space, individuals, or some combination thereof. The major conclusions are the following: ( a) an increase in curve radius, on average, significantly and near-logarithmically reduced motorcycle crash frequency on rural, two-lane, undivided highways (this effect was more significant when the curve radius was less than 2,000 ft); ( b) 74.8% of reverse curves tended to reduce motorcycle crash frequency on rural, two-lane, undivided highways (for the remaining 25.2%, the effect had an opposite effect; on average, the likelihood of motorcycle crashes on reverse curves decreased by 39%); ( c) the crash modification function (CMF) for curve radius on rural, two-lane, undivided highways was established, given the radius of 5,000 ft as the baseline, as a power formula, CMF = (radius/5,000)-0.208.
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Hasan, Nazmul. "Threshold Radius of a Ballasted CWR Curved Track: Curve Classification." Journal of Transportation Engineering, Part A: Systems 143, no. 7 (July 2017): 04017026. http://dx.doi.org/10.1061/jtepbs.0000054.

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Mauriello, Filomena, Alfonso Montella, Mariano Pernetti, and Francesco Galante. "An Exploratory Analysis of Curve Trajectories on Two-Lane Rural Highways." Sustainability 10, no. 11 (November 17, 2018): 4248. http://dx.doi.org/10.3390/su10114248.

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This paper is aimed at obtaining a better understanding of driving behavior on horizontal curves of two-lane rural highways in terms of trajectories in relation to the different curve radii and directions by a driving simulator experiment. The driving simulator experiment involved 50 drivers and eight classes of curve radii, ranging from 125 m to 800 m. Overall, 2000 curve trajectories were analyzed and classified. Six major classes were defined: (1) ideal behavior, (2) normal behavior, (3) driving close to the centerline, (4) driving outside in curve approach, (5) cutting, and (6) correcting. Furthermore, 21 sub-classes were introduced to consider both lane departures and location of the corrective actions. The CATANOVA tests and Bhapkar’s tests showed that both the curve radius and the curve direction had a significant effect on the classification results. To get a clearer understanding of the effect of the curve radius and direction on curve negotiation, three macro-classes corresponding to safe, intermediate, and dangerous behavior were introduced. The safest behaviors significantly increased with the curve radius while the most dangerous behaviors significantly decreased with the curve radius. Furthermore, left curves showed a higher proportion of dangerous trajectories. Overall, it seems that the driving trajectories are a promising surrogate measure of safety as highlighted by the correlation between the trajectories identified as dangerous and the radii of the curves.
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Himes, Scott, Richard J. Porter, Ian Hamilton, and Eric Donnell. "Safety Evaluation of Geometric Design Criteria: Horizontal Curve Radius and Side Friction Demand on Rural, Two-Lane Highways." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 3 (March 2019): 516–25. http://dx.doi.org/10.1177/0361198119835514.

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AASHTO’s A Policy on Geometric Design of Highways and Streets, 6th Edition, provides design criteria for horizontal curve elements based on the point-mass model. The model equates the centripetal force needed to navigate a horizontal curve of a specific radius traveling at the design speed to the combination of superelevation rate and side friction needed to achieve that force. Few researchers have examined the safety impacts of horizontal curve radius, superelevation rate, and design speed through crash-based research. None of the research reviewed included the effects of design speed or superelevation rate in the crash modification factors (CMFs) or functions. This research explored these factors using a negative binomial regression modeling approach based on data collected from the SHRP 2 RID 2.0 for 889 horizontal curves on rural two-lane highways in Indiana and Pennsylvania, which resulted in roadway departure crash modification functions for horizontal curve radius and side friction demand. The crash modification function for side friction demand includes an interactive component of horizontal curve radius and speed and a direct effect of superelevation rate on roadway departure crashes. The results showed that roadway departure crashes are expected to increase for decreasing curve radius, increasing posted speed limit, and decreased superelevation rate. Furthermore, curve-related CMFs were sensitive to the curve radii used in their development. CMFs developed from curves with larger radii tended to result in larger CMFs. Sample applications are provided for computing the effects of changing the horizontal curve radius, posted speed limit, or both on proposed alternatives.
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Chen, J. T., J. W. Lee, S. K. Kao, and Y. T. Chou. "Construction of a curve by using the state equation of Frenet formula." Journal of Mechanics 37 (2021): 454–65. http://dx.doi.org/10.1093/jom/ufab014.

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Abstract In this paper, the available formulae for the curvature of plane curve are reviewed not only for the time-like but also for the space-like parameter curve. Two ways to describe the curve are proposed. One is the straight way to obtain the Frenet formula according to the given curve of parameter form. The other is that we can construct the curve by solving the state equation of Frenet formula subject to the initial position, the initial tangent, normal and binormal vectors, and the given radius of curvature and torsion constant. The remainder theorem of the matrix and the Cayley–Hamilton theorem are both employed to solve the Frenet equation. We review the available formulae of the radius of curvature and examine their equivalence. Through the Frenet formula, the relation among different expressions for the radius of curvature formulae can be linked. Therefore, we can integrate the formulae in the engineering mathematics, calculus, mechanics of materials and dynamics. Besides, biproduct of two new and simpler formulae and the available four formulae in the textbook of the radius of curvature yield the same radius of curvature for the plane curve. Linkage of centrifugal force and radius of curvature is also addressed. A demonstrative example of the cycloid is given. Finally, we use the two new formulae to obtain the radius of curvature for four curves, namely a circle. The equivalence is also proved. Animation for 2D and 3D curves is also provided by using the Mathematica software to demonstrate the validity of the present approach.
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Dissertations / Theses on the topic "Curve radius"

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Tukuafu, Jesse Tipasa. "The Effects of Indoor Track Curve Radius on Sprint Speed and Ground Reaction Forces." BYU ScholarsArchive, 2010. https://scholarsarchive.byu.edu/etd/2348.

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Sprinting on a curve is significantly slower than on a straightaway. Although the dimensions vary from track to track, indoor track curves are among the tightest curves that athletes will sprint at maximal speed. Previous studies have provided theories for how speed attenuation occurs when running on a curve. Yet, no previous research has determined how the variability of indoor track curve radii affects trained sprinters at maximal speeds. Purpose: To determine the differences in running speeds, ground time (GT), and medio-lateral (ML) impulse, with different indoor track radii. A secondary purpose was to understand the between-leg differences in GT and ML impulse during maximal sprinting on a curve. Methods: 10 male intercollegiate sprinters performed 45-m maximal sprints on a straightaway, 15-m track curve and 21-m track curve. A force platform embedded under an indoor track surface measured ground reaction forces while timing lights measured running speed. Analysis: A mixed models analysis of variance blocking on subjects was performed testing the main effects of the track curve on sprinting speed, GT and ML impulse (p<0.01). Results: Sprinting speed was significantly slower when running on a curve. GT increased for inside leg on both curved path conditions compared to straight. ML impulses increased as the radius of the track curve decreased. Discussion: If a 200m race were performed on both our track curves, the track with 21m curve would be 0.12s faster than the track with the 15m curve. GT and ML impulse results support leading explanations that the inside leg is the limiting factor during curve running. Tighter track curves require greater ML forces, but for a shorter period of time compared to larger track turns. Coaches and athletes should consider the radius of the track curve as they prepare for training and performance and consider injury risk. The speed differences observed due to the track curve radius may provide the first step to understanding how the radius of the indoor track curve affects sprinting speed and ultimately, performance.
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Kokeš, Ondřej. "Optimalizace vybraných návrhových prvků ČSN pro projektování pozemních komunikací." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2015. http://www.nusl.cz/ntk/nusl-227622.

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Diploma thesis describes and researches some proposed ČSN 73 6101 elements for road design and their subsequent comparison with Norma de Traçado that is main law for road design in Portugal. In practical part, the speed of vehicles during moving on direction curves is researched and subsequently coherence of theoretical assumptions with real speeds is compared. The main aim of this work is to verify the assumption that design speed does not correspond to the real speed that drivers move on road structures.
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Aryal, Prabin. "Optimization of geometric road design for autonomous vehicle." Thesis, KTH, Byggvetenskap, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-290030.

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These days most of the research related to autonomous vehicle technology focuses on vehicle technology itself and lesser on road infrastructure, including geometric design. This research project aims to lower the deficiency of research works required to make the optimized geometric road design for autonomous vehicle sustainable. In geometric design, significant concerns are designing the road geometrics such as lane width, the radius of horizontal curves, sag vertical curves and crest vertical curves, extra widening, setback distance, and intersection, making the road safer for the vehicles to travel comfortably.Road geometrics is widely designed using the stopping sight distance model, which provides sufficient time to avoid accidents and is efficient. Here in the research work, the stopping sight design model is used for autonomous vehicle technology. At first, the art of autonomous vehicle technology is studied, and a significant difference between autonomous vehicle technology and human-driven vehicle to apply stopping sight distance model is figured out. A literature study is also done for the geometric design of the road for the vehicle with the human driver and autonomous vehicle. The AASHTO model derived for the human-driven vehicle is used and modified for the autonomous vehicle, which gives the optimized geometric design for the autonomous vehicle. The Optimized geometric design parameter is designed individually in AutoCAD Civil 3D. Two road designs follow this in a random rural topography consisting of a normal road design for the vehicle with the human driver and a fully autonomous vehicle. Finally, the sustainability of optimized geometric design compared to road design for the human-driven vehicle is checked in terms of earthwork, pavement surface areas, and pavement materials volume. The result shows that the optimization of a geometric road design for autonomous vehicles is sustainable and extensive research is required.
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Stránský, Jakub. "Optimalizace vybraných návrhových prvků ČSN pro projektování pozemních komunikací." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2015. http://www.nusl.cz/ntk/nusl-227496.

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The master‘s thesis focuses on the optimization of the design values of curves of the horizontal alignments of the roads. It deals with the comparison of values between czech and foreign standards and differences between them. The practical part examines the values of the real speeds of vehicles passing through the curves of various parameters that were measured during measurements of selected curves during 2014. From these data a new design values are derived that could be used for the design of horizontal alignments.
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Huerter, Kimberly Jean Durumeric Oguz. "Non uniform thickness and weighted global radius of curvature of smooth curves." [Iowa City, Iowa] : University of Iowa, 2009. http://ir.uiowa.edu/etd/380.

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Cleary, Daniel. "CURVED AND TIGHT RADIUS INSPECTION OF CARBON FIBER REINFORCED POLYMERS WITH ACOUSTOGRAPHY." OpenSIUC, 2018. https://opensiuc.lib.siu.edu/theses/2390.

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In this research, Acoustography Nondestructive Evaluation method was investigated for inspecting “tight radii” in carbon fiber reinforced polymer (CFRP) components. Ultrasonic inspection of tight radii is challenging because of refraction and/or mode conversion of ultrasound waves at the entry and exiting surfaces of the tight radii. Snell’s law was used to first study the refraction and/or mode conversion behavior of the ultrasound beam at the entry and exiting surfaces of a CFRP panel; to help establish the angular range over which ultrasound is transmitted through CFRP material. Snell’s law data was then used as a guide for setting up the Acoustography system and part orientation to optimize inspection of several real-world CFRP components containing tight radii. CFRP tight-radii specimens were prepared by strategically placing markers around the tight radius of each specimen to ensure full coverage of the tight radius region. Acoustography inspection was first performed with a straight beam to establish limitation of the straight beam in detecting markers in the tight-radii region, as predicted by Snell’s law. Acoustography inspection was then performed using a multi-angle beam (+/- 12.5o) to improve detection of markers in the tight-radii region. Results confirmed that straight beam (flat transducer) could not penetrate the sample at the start of the tight radius because of refraction or mode conversion effects. However, the use of multi-angle beam (multi-angle transducer) greatly improved the penetration through the tight radius because some of beam angles were within the ultrasound transmission range for the tight radii. Experiments were also performed by changing orientation of the CFRP sample under the multi-angle or straight beam. Sample orientation was changed at five-degree increments so that optimum conditions for the tight-radii inspection could be determined. This research provides a basis on which further improvements can be made to advance the Acoustography NDE method for the inspection of tight radii in CFRP components.
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Huerter, Kimberly Jean. "Non uniform thickness and weighted global radius of curvature of smooth curves." Diss., University of Iowa, 2009. https://ir.uiowa.edu/etd/380.

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The uniform thickness of knots has been used to investigate knotted polymers and DNA strands. Even though these structures carry great length, it is unusual for them to contain knots. However, when they do, it can cause gene malfunctions. In fact, scientist have demonstrated that knotting may cause a loss of genetic material by blocking DNA replication and also blocking transcription of a gene into its active protein. Since it is possible for biological structures, such as polymers and DNA strands, to exhibit forces or charges of different strengths the idea of a non uniform thickness of a knot is explored. In his work, O. Durumeric provides a definition for the non uniform thickness. This thesis will provide an alternative characterization for the non uniform thickness of a knot, which is more conducive to computer calculations.
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Brucalassi, Anna. "Search for extra-solar planets with high precision radial velocity curves." Diss., Ludwig-Maximilians-Universität München, 2014. http://nbn-resolving.de/urn:nbn:de:bvb:19-173637.

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This Ph.D. Thesis has as general subject the study of extrasolar planets using the radial velocity technique from both, instrumental and observative, points of view. Two main parts compose the work: the upgrade of the spectrograph FOCES, a high resolution spectrograph that will be installed next year at the Wendelstein Observatory, and the search of giant planets around stars in the open cluster Messier-67 (M67).
Die vorliegende Dissertation behandelt die Suche von extra-solaren Planeten mit der Radialgeschwindigkeits Methode und zwar sowohl in Bezug auf die dafür notwendige Instrumentierung als auch auf die Beobachtung. Die Arbeit ist in zwei Teile gegliedert. Im ersten Teil werden die vorgenommenen Verbesserungen des hochauflösenden Spektrographen FOCES beschrieben, der im kommenden Jahr am Wendelstein Observatorium installiert werden wird. Der zweite Teil handelt von der Suche nach Gasplaneten im offenen Sternhaufen M67.
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Van, der Walt Marizelle. "Investigating the empirical relationship between oceanic properties observable by satellite and the oceanic pCO₂ / Marizelle van der Walt." Thesis, North-West University, 2011. http://hdl.handle.net/10394/9536.

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In this dissertation, the aim is to investigate the empirical relationship between the partial pressure of CO2 (pCO2) and other ocean variables in the Southern Ocean, by using a small percentage of the available data. CO2 is one of the main greenhouse gases that contributes to global warming and climate change. The concentration of anthropogenic CO2 in the atmosphere, however, would have been much higher if some of it was not absorbed by oceanic and terrestrial sinks. The oceans absorb and release CO2 from and to the atmosphere. Large regions in the Southern Ocean are expected to be a CO2 sink. However, the measurements of CO2 concentrations in the ocean are sparse in the Southern Ocean, and accurate values for the sinks and sources cannot be determined. In addition, it is difficult to develop accurate oceanic and ocean-atmosphere models of the Southern Ocean with the sparse observations of CO2 concentrations in this part of the ocean. In this dissertation classical techniques are investigated to determine the empirical relationship between pCO2 and other oceanic variables using in situ measurements. Additionally, sampling techniques are investigated in order to make a judicious selection of a small percentage of the total available data points in order to develop an accurate empirical relationship. Data from the SANAE49 cruise stretching between Antarctica and Cape Town are used in this dissertation. The complete data set contains 6103 data points. The maximum pCO2 value in this stretch is 436.0 μatm, the minimum is 251.2 μatm and the mean is 360.2 μatm. An empirical relationship is investigated between pCO2 and the variables Temperature (T), chlorophyll-a concentration (Chl), Mixed Layer Depth (MLD) and latitude (Lat). The methods are repeated with latitude included and excluded as variable respectively. D-optimal sampling is used to select a small percentage of the available data for determining the empirical relationship. Least squares optimization is used as one method to determine the empirical relationship. For 200 D-optimally sampled points, the pCO2 prediction with the fourth order equation yields a Root Mean Square (RMS) error of 15.39 μatm (on the estimation of pCO2) with latitude excluded as variable and a RMS error of 8.797 μatm with latitude included as variable. Radial basis function (RBF) interpolation is another method that is used to determine the empirical relationship between the variables. The RBF interpolation with 200 D-optimally sampled points yields a RMS error of 9.617 μatm with latitude excluded as variable and a RMS error of 6.716 μatm with latitude included as variable. Optimal scaling is applied to the variables in the RBF interpolation, yielding a RMS error of 9.012 μatm with latitude excluded as variable and a RMS error of 4.065 μatm with latitude included as variable for 200 D-optimally sampled points.
Thesis (MSc (Applied Mathematics))--North-West University, Potchefstroom Campus, 2012
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Brucalassi, Anna [Verfasser], and Roberto Philip [Akademischer Betreuer] Saglia. "Search for extra-solar planets with high precision radial velocity curves / Anna Brucalassi. Betreuer: Roberto Philip Saglia." München : Universitätsbibliothek der Ludwig-Maximilians-Universität, 2014. http://d-nb.info/1059351056/34.

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Books on the topic "Curve radius"

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Steve, Parker. Marie Curie and radium. London: Belitha Press, 1992.

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Steve, Parker. Marie Curie and radium. Philadelphia: Chelsea House, 1995.

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Steve, Parker. Marie Curie and radium. New York: HarperCollins, 1992.

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Parker, Steve. Marie Curie et le radium. Paris: Sorbier, 1992.

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Ginette, Hoffmann, ed. Marie Curie et le radium. Paris: Casterman, 1994.

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Marie Curie: Discoverer of radium. Hillside, N.J: Enslow, 1994.

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Poynter, Margaret. Marie Curie: Discoverer of radium. Berkeley Heights, NJ: Enslow, 2008.

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Marie Curie, discoverer of radium. Mississauga, Ont: Copp Clark Pitman, 1991.

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Birch, Beverley. Marie Curie's search for radium. Hauppauge, N.Y: Barron's, 1996.

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ill, Xavier Roger, ed. Marie Curie and the discovery of radium. New York: Barron's, 1987.

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Book chapters on the topic "Curve radius"

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Zhong, Wen, Wenjian Wang, and Qiyue Liu. "Study on Fatigue Crack Behavior of Rail in Different Curve Radius." In Advanced Tribology, 255–56. Berlin, Heidelberg: Springer Berlin Heidelberg, 2009. http://dx.doi.org/10.1007/978-3-642-03653-8_79.

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Turcanu, Iulian, and Marian Florin Mitroi. "Dynamic Considerations Regarding the Enrolling in the Curve with Small Radius of Railways, of the Locomotives." In The 30th SIAR International Congress of Automotive and Transport Engineering, 322–31. Cham: Springer International Publishing, 2019. http://dx.doi.org/10.1007/978-3-030-32564-0_38.

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Ruan, Zhen, and De Jin Hu. "Research on Tool Radius Compensation for 4-Axis Gang Control Grinding of Rolling Cutter Curve-Edge." In Advances in Grinding and Abrasive Technology XIII, 516–20. Stafa: Trans Tech Publications Ltd., 2006. http://dx.doi.org/10.4028/0-87849-986-5.516.

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Yuan, Xuancheng, Jianzheng Jiang, Shengyang Zhu, Wanming Zhai, and Huibin Lou. "Reliability Analysis of Rail Fastening System When a Heavy Haul Locomotive Passing Through a Small Radius Curve." In Lecture Notes in Mechanical Engineering, 328–36. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-38077-9_39.

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Ding, Deyun, and Haiyuan Fang. "In Situ Test and Analysis on Ground Vibration and Noise Induced by Tram Passing Small-Radius Curve Track." In Lecture Notes in Civil Engineering, 3–12. Singapore: Springer Singapore, 2020. http://dx.doi.org/10.1007/978-981-15-2349-6_1.

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Scholtz, Sibylle, Myriam Becker, Lee MacMorris, and Achim Langenbucher. "Radium. Radium as a Cure for Blindness?" In Curiosities in Medicine, 237–38. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-031-14002-0_64.

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Williams, J. J. "Curved Translating Radial Follower." In Introduction to Analytical Methods for Internal Combustion Engine Cam Mechanisms, 75–81. London: Springer London, 2012. http://dx.doi.org/10.1007/978-1-4471-4564-6_5.

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Brundan, William, and Hitoshi Danno. "Tunnel Boring Machines for Extremely Tight Radius Curves." In Lecture Notes in Civil Engineering, 241–48. Singapore: Springer Singapore, 2019. http://dx.doi.org/10.1007/978-981-15-2184-3_30.

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Carvalho, Fernando P. "Marie Curie and the Discovery of Radium." In The New Uranium Mining Boom, 3–13. Berlin, Heidelberg: Springer Berlin Heidelberg, 2011. http://dx.doi.org/10.1007/978-3-642-22122-4_1.

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Veen, P. M., A. M. Van Genderen, M. A. W. Verhelfen, and K. A. Van Der Hucht. "A Radial-Velocity Curve for WR 46 (WN3p)." In Wolf-Rayet Stars: Binaries, Colliding Winds, Evolution, 243–44. Dordrecht: Springer Netherlands, 1995. http://dx.doi.org/10.1007/978-94-011-0205-6_55.

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Conference papers on the topic "Curve radius"

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Perry, B. D., I. H. Ali, and J. Vancura. "Nimr Medium Radius Horizontal Learning Curve." In Abu Dhabi Petroleum Conference. Society of Petroleum Engineers, 1992. http://dx.doi.org/10.2118/24494-ms.

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Barendswaard, Sarah, Luuk van Breugel, Bart Schelfaut, Jim Sluijter, Lourens Zuiker, Daan M. Pool, Erwin R. Boer, and David A. Abbink. "Effect of Velocity and Curve Radius on Driver Steering Behaviour before Curve Entry." In 2019 IEEE International Conference on Systems, Man and Cybernetics (SMC). IEEE, 2019. http://dx.doi.org/10.1109/smc.2019.8914263.

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Xiang, Delong, Xiao Li, Wenchen Gu, Hao Wei, and Chi Zhang. "Recommended Circular Curve Radius of Spiral Tunnel in Expressway." In 20th COTA International Conference of Transportation Professionals. Reston, VA: American Society of Civil Engineers, 2020. http://dx.doi.org/10.1061/9780784483053.099.

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Zhao, Jing, Rui Li, and Jing-jing Yang. "Seismic response analysis on small-radius curve ramp-bridge." In 2011 International Conference on Multimedia Technology (ICMT). IEEE, 2011. http://dx.doi.org/10.1109/icmt.2011.6003190.

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Kuragano, Tetsuzo, and Akira Yamaguchi. "Curve Shape Modification and Fairness Evaluation." In ASME 2007 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/detc2007-34597.

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A method to generate a quintic NURBS curve which passes through the given points is described. In this case, there are four more equations than there are positions of the control points. Therefore, four gradients which are the first derivative of a NURBS equation are assigned to the given points. In addition to this method, another method to generate a quintic NURBS curve which passes through the given points and which has the first derivative at these given points is described. In this case, a linear system will be underdetermined, determined or overdetermined depending on the number of given points with gradients. A method to modify NURBS curve shape according to the specified radius of curvature distribution to realize an aesthetically pleasing freeform curve is described. The differences between the NURBS curve radius of curvature and the specified radius of curvature is minimized by introducing the least-squares method. A criterion for a fair curve is proposed. Evaluation whether the designed curve is fair or not is accomplished by a comparison of the designed curve to a curve whose radius of curvature is monotone. The radius of curvature is specified by linear, quadratic, and cubic function using the least-squares method. A curve whose radius of curvature is reshaped by one of these algebraic functions is considered as a fair curve. The curvature vector of the curve is used to evaluate the fairness. The comparison of unit curvature vectors is used to evaluate the directional similarity of the curve. The comparison of the curvature is used to evaluate the similarity of the magnitude of curvature vectors. If the directional similarity of the designed curve is close to the fair curve, and also the similarity of the curvature is close to the fair curve, the designed curve can be judged as a fair curve.
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Hasan, Nazmul. "Lateral Creepage." In 2012 Joint Rail Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/jrc2012-74015.

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This is a theoretical work on lateral creepage, εy for both tangent and curved track. From the equation of motion on tangent track, the expression for the maximum lateral velocity is obtained and then followed by the basic definition of lateral creepage to obtain the maximum lateral creepage. For tangent track the maximum lateral creepage is given by: εy=y0RK in which, y 0 is wheel clearance, γ is conicity, r is nominal wheel radius, s is the track width, RK is the Klingel radius. Lateral creepage for a curve is expressed by replacing the Klingel radius with the radius of curve, R as shown below: εy=y0R A lateral slip in the running surface exists because of the wheel’s attack angle, which causes the flange to push against the inside of the railhead; consequently, a lateral slip force will be developed [1]. Clearly, this situation provides valid grounds to find a correlation between lateral creepage and the angle of attack. Exactly this is given below. For curved track: εy=0.069B2R+0.2862y0B in which, B is wheel base, R is radius of curve. This equation is suggested for the lateral creepage on the curve, as it contains both components of the angle of attack that connects all important parameters, such as radius, wheel base and wheel clearance. A threshold creepage value of 0.0045 is suggested. It is shown that a curve with a radius greater than 300 m should not produce wheel squeal noise.
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Maorui, Hou, Feng Zhongwei, and Chen Bo. "Simulation of wheel climb derailment on the small radius curve." In 2016 18th International Wheelset Congress (IWC). IEEE, 2016. http://dx.doi.org/10.1109/iwc.2016.8068387.

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Jiangchao Shi and Jian Wu. "Research on Adaptive Cruise Control based on curve radius prediction." In 2017 2nd International Conference on Image, Vision and Computing (ICIVC). IEEE, 2017. http://dx.doi.org/10.1109/icivc.2017.7984542.

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Hasan, Nazmul. "Maximum Allowable Speed on Curve." In 2011 Joint Rail Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/jrc2011-56007.

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It is generally recognized by FRA, AREMA, Amtrak, OSHA, and many other applicable authorities that the maximum acceptable rate of radial acceleration for passengers comfort is 0.1g, where ‘g’ is 9.81 m/s/s. Jerk is limited to 0.03g/s. In the industry the maximum allowable speed (km/h) is calculated by: Vmax=(Ea+Eu′)R11.8 where Eu′ = Blanket unbalance usually greater than design unbalance (mm); Ea = Actual superelevation applied to track (mm); R = Curve radius (m). Clearly the purpose of the equation is to achieve a gain in speed with using the existing spiral at the cost of the comfort limit. It appears that there is a consensus in breaking the standard comfort limit. The value of blanket unbalance varies from operator to operator e.g. 65mm, 75mm, 100mm etc. This variation indicates that there is no consensus in an upper limit beyond standard passenger comfort limit to determine the maximum allowable speed. This is the main reason behind the variation of unbalance, Eu′ adopted by different railways. Other minor reasons are ability of the vehicle to negotiate unbalance, strength of track to withstand lateral load, maintenance standard of track etc. Current use of blanket unbalance superelevation for all types of curves is flawed because it leads to different values of jerk depending on design speed, radius, and incremental unbalance on top of design unbalance. Among these different values of jerk, all values may not be acceptable. The current practice of using a blanket unbalance superelevation may not generate the maximum allowable speed. Intuitively the actual and unbalance superelevation should vary together such that a higher unbalance should go with higher actual superelevation to ensure a consistent comfort. Thus the unbalance should be different for each individual curve. To overcome the weaknesses of using a blanket unbalance superelevation and to gain higher speed, a new formula is suggested.
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Cui, Lei, and Delun Wang. "A Euclidean Invariants Based Study of Circular Surfaces With Fixed Radius." In ASME 2007 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/detc2007-34466.

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In this paper a complete system of Euclidean invariants is presented to study circular surfaces with fixed radius. The study of circular surfaces is simplified to the study of two curves: the spherical indicatrix of the unit normals of circle planes and the spine curve. After the geometric meanings of these Euclidean invariants are explained, the distribution parameter of a circular surface is defined. If the value of the distribution parameter of a circular surface is 0, the circular surface is a sphere. Then the relationship between the moving frame {E1, E2, E3} and the Frenet frame {t, n, b} of the spine curve is investigated, and the expressions of the curvature and torsion of the spine curve are obtained based on these Euclidean invariants. The fundamental theorem of circular surfaces is first proved. Next the first and second fundamental forms of circular surfaces are computed. The last part of this paper is devoted to constraint circular surfaces. The sufficient and necessary condition for a general circular surface to be one that can be generated by a series-connected C’R, HR, RR, or PR mechanism is proved.
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Reports on the topic "Curve radius"

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BUCKLING BEHAVIOUR OF THE STEEL PLATE IN STEEL – CONCRETE – STEEL SANDWICH COMPOSITE TOWER FOR WIND TURBINE. The Hong Kong Institute of Steel Construction, September 2022. http://dx.doi.org/10.18057/ijasc.2022.18.3.7.

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To solve the problem of collapses caused by local buckling of steel plates under compression in traditional steel towers, a novel steel-concrete-steel (SCS) sandwich composite tower for a wind turbine is proposed in this paper. To study the buckling behaviour of steel plates in SCS sandwich composite towers, six specimens were designed and tested under axial compression. The specimens were designed considering the key parameters of curvature radius, thickness of the steel plate, and the spacing-to-thickness ratio (the ratio of stud spacing to the thickness of steel plate). The failure modes, normalised average stress-strain curves and load-strain curves of the specimens were assessed, and the effects of the curvature radius and the spacing-to-thickness ratio of the steel plate were analysed. The experimental results showed that the buckling strength of the steel plate increased with a decrease in the ratio of the curvature radius to the thickness of the steel plate. The finite element (FE) model of the elastic buckling stress of the steel plate of the SCS sandwich composite tower was employed and validated against the test results. In parametric study, the effects of governing parameters including the curvature radius of the steel plate, thickness of the steel plate and spacing of the studs, on the effective length factors of the inner and outer steel plates were analysed. Subsequently, the design rules of the effective length factor of the inner and outer steel plates, and the design methods of spacing of studs to prevent local instability of the inner and outer steel plates before yielding were proposed.
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