Relevant bibliographies by topics / Curve speed

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers
  6. Reports

Academic literature on the topic 'Curve speed'

Author: Grafiati
Published: 4 June 2021
Last updated: 15 February 2022

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Journal articles on the topic "Curve speed"

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Fitzpatrick, Kay, C. Brian Shamburger, Raymond A. Krammes, and Daniel B. Fambro. "Operating Speed on Suburban Arterial Curves." Transportation Research Record: Journal of the Transportation Research Board 1579, no. 1 (January 1997): 89–96. http://dx.doi.org/10.3141/1579-11.

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Free-flow speeds were collected at both a control section and a curve section at 14 surburban sites with horizontal curves and 10 suburban sites with vertical curves. The scatter plots of the 85th percentile speed versus approach density indicate that when the approach density is between 3 and 15 approaches per km, approach density does not influence speed. Regression analysis indicated that the curve radius for horizontal curves and the inferred design speed for vertical curves can be used to predict the 85th percentile speed on curves for vehicles on the outside lane of a four-lane divided suburban arterial. For horizontal-curve sites, a curvilinear relationship exists between curve radius and the 85th percentile speed. A linear relationship provided the best fit between the inferred design speed and the 85th percentile speed for the vertical curve sites. For the horizontal and vertical curve sites, the speed at which 85th percentile speed becomes less than the inferred design speed is lower for suburban arterials than for rural highways. Drivers on suburban horizontal curves operate at speeds greater than the inferred design speed for curves designed for speeds of 70 kph or less, whereas on rural, two-lane roadways, drivers operate at speeds greater than the inferred design speed for curves designed for speeds of 90 kph or less. For vertical curves, the speeds at which drivers operate greater than the inferred design speed are 90 kph for suburban arterials and 105 kph for rural highways. These results are within 12 kph of the observed 85th percentile speeds on nearby control sections (approximately 80 kph for suburban arterials and 100 kph on rural highways).
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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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Collins, Kent M., and Raymond A. Krammes. "Preliminary Validation of a Speed-Profile Model for Design Consistency Evaluation." Transportation Research Record: Journal of the Transportation Research Board 1523, no. 1 (January 1996): 11–21. http://dx.doi.org/10.1177/0361198196152300102.

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The validity of a speed-profile model for design consistency evaluation was tested, including (a) the speed reduction estimation ability of the model and (b) assumptions about deceleration and acceleration characteristics approaching and departing horizontal curves. Detailed speed data were collected at a sample of 10 horizontal tangent-curve sections on two-lane rural highways in Texas. The results indicate that the model provides a reasonable, albeit simplified, representation of speed profiles on horizontal alignments consisting of long tangents and isolated curves. The model provides reasonable estimates of speed reductions from long approach tangents to curves but does not account for the effect of nearby intersections on speeds. The results also indicate that the assumed 0.85 m/sec2 value is reasonable for deceleration rates approaching curves that require speed reductions but may overestimate acceleration rates departing curves. The model's assumptions that deceleration occurs entirely on the approach tangent and that speeds are constant throughout a curve were not confirmed by observed speed behavior. The observations that deceleration continues after entering a curve and that speed adjustments occur throughout a curve are indicators of the difficulty drivers experience in judging appropriate speeds through curves.
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Šeporaitis, Mindaugas, Viktoras Vorobjovas, and Audrius Vaitkus. "Evaluation of Horizontal Curve Radius Effect on Driving Speed in Two Lane Rural Road. Pilot Study." Baltic Journal of Road and Bridge Engineering 15, no. 4 (September 28, 2020): 252–70. http://dx.doi.org/10.7250/bjrbe.2020-15.503.

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This paper presents a case study of driving speed at horizontal curves in the regional road. The literature review of operating speed at horizontal curves in regional roads expresses the difference between design speed and driving speed. Driving speed was measured in ten horizontal curves on regional road No. 2610. Collected data was compared to the design speed, various design standards, and Operating Speed Prediction Models for traffic in low-volume roads. Based on result analysis, was proposed initial adjusted minimum radius of the horizontal curve based on operating speed. It is justified that proposed corrections based on operating speed ensure a credible speed limit effect on road safety. The performed experiment showed different tendencies comparing measured driving speed with permitted and design speeds. It was determined that dependent on specific curved section drivers tend to exceed posted speed limit from 17% to 98% of cases, and from 41% to 100% − the design speed in the horizontal curve. This research led to identifying the limitations of experimental research methodology. These limitations are related to experimental Site selection with different combinations of alignment elements, traffic, and accident data. A pilot study showed significant results and gave essential insights into the full-scale research plan. The results are expected to benefit both other researchers and the organisations responsible for the development and implementation of normative technical documents for road design.
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Liu, Xing Wang. "Road Curve Speed Control Engineering Study." Applied Mechanics and Materials 66-68 (July 2011): 793–97. http://dx.doi.org/10.4028/www.scientific.net/amm.66-68.793.

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Horizontal curves have been recognised as a significant safety issue for many years, a more important factor than road width, vertical clearance or sight distance. This study investigates the issue of speed selection through curves from several different perspectives. The relationship between safety and curve speed in SiChuan provinces was analysed using data from the local crash database. A sample of curves was selected and surveyed. Following this, acurve treatments for controlling Curve speed for different vehicles was developed based on many factors that has influence on safey.
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TUCKER, VANCE A. "Gliding Birds: Descending Flight of the Whitebacked Vulture, Gyps Africanus." Journal of Experimental Biology 140, no. 1 (November 1, 1988): 325–44. http://dx.doi.org/10.1242/jeb.140.1.325.

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The air speeds and sinking speeds of birds gliding at equilibrium fall in a performance area when these quantities are plotted against one another. Three curves bound the performance area: (i) a curve for minimum sinking speed at each air speed, (ii) a curve for maximum sinking speed at each air speed, and (iii) a curve dependent on the maximum lift coefficient of the wings. I have discussed curve i in a previous paper. This paper discusses the theory of curves ii and iii, which describe rapid descent in gliding birds. I used an optical tracking device (an ornithodolite) to measure air speeds and sinking speeds of 16 African white-backed vultures (Gyps africanus Salvadori) descending rapidly from altitudes 200–500 m above the ground. The ornithodolite measured the polar coordinates of a bird's position in space (relative to the ground) and recorded them on magnetic tape. The vultures had air speeds between 5.4 and 39.lms−1, and sinking speeds between 0.2 and 8.3ms−1. Most of the observations fell within the theoretical boundaries of the performance area. These data are consistent with a maximum lift coefficient of 2.2 for the wings of white-backed vultures.
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Echaveguren, Tomás, Marcelo Bustos, and Hernán de Solminihac. "Assessment of horizontal curves of an existing road using reliability concepts." Canadian Journal of Civil Engineering 32, no. 6 (December 1, 2005): 1030–38. http://dx.doi.org/10.1139/l05-056.

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Horizontal curves on road are commonly analyzed under design speed point of view, where it is assumed that the maximum speed of a vehicle in a curve is the design speed. The empirical evidence has demonstrated that when the design speed is low, the operating speed tends to be higher. This happens because of an available remaining lateral (or transverse) friction for speeds over design speed. This condition is determined by a speed limit, obtained from the demand and supply equilibrium of friction of a pavement. The difference between operating and design speeds is usually considered as the margin of safety of a horizontal curve on a road. In this study, a methodology to determine the margin of safety of an existing curve is proposed. The methodology is based on the reliability theory by which reliability of operational conditions can be analyzed by using a reliability index as a margin of safety. A case study for light vehicles is evaluated to determine high impact variables over reliability, such as, macrotexture, skid resistance, curve radius, and superelevation. The results obtained in this study demonstrated that curve radius, skid resistance, and macrotexture are variables with high impact over failure probability. In constrast, superelevation has little effect on the failure probability.Key words: reliability, horizontal curves, operating speed, skid resistance, pavement texture.
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Pratt, Michael P., Srinivas R. Geedipally, Bahar Dadashova, Lingtao Wu, and Mohammadali Shirazi. "Familiar versus Unfamiliar Drivers on Curves: Naturalistic Data Study." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 6 (May 16, 2019): 225–35. http://dx.doi.org/10.1177/0361198119846481.

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Human factors studies have shown that route familiarity affects driver behavior in various ways. Specifically, when drivers become more familiar with a roadway, they pay less attention to signs, adopt higher speeds, cut curves more noticeably, and exhibit slower reaction times to stimuli in their peripheral vision. Numerous curve speed models have been developed for purposes such as predicting driver behavior, evaluating roadway design consistency, and setting curve advisory speeds. These models are typically calibrated using field data, which gives information about driver behavior in relation to speed and sometimes lane placement, but does not provide insights into the drivers themselves. The objective of this paper is to examine the differences between the speeds of familiar and unfamiliar drivers as they traverse curves. The authors identified four two-lane rural highway sections in the State of Indiana which include multiple horizontal curves, and queried the Second Strategic Highway Research Program (SHRP2) database to obtain roadway inventory and naturalistic driving data for traversals through these curves. The authors applied a curve speed prediction model from the literature to predict the speed at the curve midpoints and compared the predicted speeds with observed speeds. The results of the analysis confirm earlier findings that familiar drivers choose higher speeds through curves. The successful use of the SHRP2 database for this analysis of route familiarity shows that the database can facilitate similar efforts for a wider range of driver behavior and human factors issues.
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Pratt, Michael P., Srinivas R. Geedipally, and Minh Le. "Cross-Sectional Study of Vehicle Speeds on Rural Four-Lane Highway Curves." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 10 (July 30, 2020): 15–27. http://dx.doi.org/10.1177/0361198120939096.

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Research has consistently shown that horizontal curves are often associated with increased crash rates compared with similar tangent highway sections. These crashes are often related to speed and the difficulty of judging the severity of the curve. Curve speed models are used for a variety of applications, including assessing operational characteristics, evaluating design speed, conducting spot safety analyses, and setting curve advisory speeds. However, most of the documented curve speed models apply to rural two-lane highways, while relatively few models have been developed for rural multilane highways. These types of highways may exhibit different driver behavior in curves because of their more generous geometric design and higher traffic volumes. The objective of this paper is to document models that have been developed for several types of rural four-lane highways, including undivided highways, divided highways, and freeways. The authors developed models that account for geometric characteristics like curve radius, superelevation rate, and deflection angle, as well as operational characteristics like approach tangent (TN) speed. These models were calibrated using a database of about 46,000 vehicles across 29 horizontal curve sites in central Texas.
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Anderson, Ingrid B., and Raymond A. Krammes. "Speed Reduction as a Surrogate for Accident Experience at Horizontal Curves on Rural Two-Lane Highways." Transportation Research Record: Journal of the Transportation Research Board 1701, no. 1 (January 2000): 86–94. http://dx.doi.org/10.3141/1701-11.

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A proposed speed profile model was used to estimate the reduction in 85th percentile speeds from the approach tangent to the midpoint of 1,126 horizontal curve sites on rural two-lane highways in three states. The sites were divided into eight speed-reduction intervals, the mean accident rate and mean speed reduction were computed for each category, and linear regression was performed to analyze the statistical relationship between mean accident rate and mean speed reduction. Similar analyses were performed with degree-of-curvature intervals to compare mean degree of curvature and mean speed reduction as predictors of accident experience. The results suggest that estimated speed reduction is a useful measure that helps explain how accident experience at horizontal curves on rural two-lane highways varies with degree of curvature. Horizontal curves that require speed reductions [generally, curves sharper than about 4°, a condition that corresponds with design speeds less than 100 km/h (60 mph) and estimated 85th percentile speeds less than drivers’ desired speeds on long tangents] have higher accident rates than curves that do not require speed reductions. When curve sites are grouped into speed-reduction intervals, there is a statistically significant relationship between the intervals’ mean accident rate and mean speed reduction. The mean accident rate increases approximately linearly with the mean speed reduction.
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Dissertations / Theses on the topic "Curve speed"

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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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Neurauter, Michael Lucas. "Multidimensional Warnings: Determining an Appropriate Stimulus for a Curve-Warning Device." Thesis, Virginia Tech, 2001. http://hdl.handle.net/10919/10164.

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An average of 42,000 fatalities occur on the United States of America's roads each year as a result of motor-vehicle crashes (National Highway Traffic Safety Administration, 2003). The dangers with respect to curves exist, from late notification of direction and speed, varying methods for determining advisory speeds, as well as driver unfamiliarity and/or over confidence. A curve-warning device, a device that notifies the driver of an upcoming curve and, possibly, conveys its vehicle-specific advisory speed and even direction, has the potential to drastically reduce the dangers of curve navigation. This study was performed as a proof of concept with regard to appropriate modalities and respective stimuli for a curve warning application. For this study, objective and subjective measurements were collected in a simulator environment to compare conditions comprised of multiple stimuli from the auditory (icon, tone, and speech), visual (Heads Down Display and Heads Up Display), and haptic (throttle push-back) modalities. The results of the study show that the speech stimulus was the most appropriate of the auditory stimuli for both objective and subjective measurements. Objectively, the HDD and HUD were comparable with respect to performance, although the participants tended to favor the HDD in their subjective ratings. The throttle push-back did little to positively impact the performance measurements, and based on participant comments and ratings, it is not recommended for a curve-warning application. Of the stimulus conditions (combinations of two and three modalities), the Speech and HDD condition provided performance gains and subjective acceptability above the rest of the conditions.
Master of Science
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Kanter, Claudia. "Extraction of Driving Modes for Dynamic Speed Adaptation in Curves." Thesis, KTH, Skolan för datavetenskap och kommunikation (CSC), 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-215059.

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Modern cars have a multitude of driver assistance functions that aim to support the driver in his/her everyday driving. One part of this is the Adaptive Cruise Control (ACC) that aims to keep a driver-specified speed. However, this set speed might be perceived as too high for some curves and as a result the driver will interrupt the system and take control again. To avoid this, a Curve Speed Adaptation (CSA) system aims to adapt the speed for an upcoming curve. Such a system should aim to mimic a driver and take into consideration how the driver would behave if he/she were to drive. This work aims to find a set of so-called Driving Modes that can describe how drivers with different driving styles drive through curves with different road properties by analysing recorded manual driving. A nested clustering approach is tested to divide curves into groups based on the driving style they were driven at and their road properties. The results show that this approach is able to capture different driving behaviours through curves. The road type and speed limit of a curve seem thereby to have the main influence on the driving behaviour. Clustering curves first by their driving style followed by the road properties yields thereby the more distinguishable Driving Modes. However, further improvements of the clustering methods are necessary to improve the obtained Driving Modes. The results of this thesis can form the basis for the development of a Curve Speed Adaptation system that adjusts for both the individual driver as well as particular road properties to improve the driver's comfort.
Moderna bilar har en mängd förarstödsystemer som syftar till att stödja föraren i sin dagligakörning. En av dem är Adaptive Cruise Control (ACC) som syftar till att hålla en hastighetspecificerad av föraren. Men denna hastighet kan uppfattas som för hög för vissa kurvoroch som resultat tar föraren kontrollen igen själv. För att undvika detta ska ett Curve SpeedAdaptation (CSA) system anpassa hastigheten för en kommande kurva. Ett sådant systembör sträva efter att efterlikna en förare och ta hänsyn till hur föraren skulle köra själv. Dethär examensarbetet syftar till att hitta så kallade körlägen som kan beskriva hur förare medolika körstilar kör genom kurvor med olika omständigheter genom att analysera manuellakörningar. En nestad klustringsmetod testas för att dela upp kurvor i grupper baserat påkörstilen som de kördes på och deras vägegenskaper. Resultaten visar att denna metod kanfånga olika körningsbeteenden genom kurvor. Vägtypen och hastighetsbegränsningen fören kurva verkar därmed ha huvudinverkan på körbeteendet. Att dela kurvorna först efterderas körstil följt av vägegenskaper ger bättre körlägena. Men ytterligare förbättringar avklustringsmetoderna är nödvändig för att förbättra de erhållna körningsmetoderna. Resul-taten av detta examensarbetet kan utgöra grunden för utvecklingen av ett kurvhastighetsanpassningssystem som anpassar både för den enskilda föraren och speciella vägegenskaperför att förbättra förarens komfort.
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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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Trumpoldt, Julie Marie. "Development of a Tool to Calculate Appropriate Advisory Speeds on Horizontal Curves." Thesis, Virginia Tech, 2015. http://hdl.handle.net/10919/71768.

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Horizontal curves are a contributing factor for numerous deaths on roadways. The curve characteristics dictate the severity of the curve and require the driver to be more attentive while driving. To address this issue, advisory speeds are posted on horizontal curves to warn drivers to slow down for their safety. There are six main procedures to assign advisory speeds. This paper focuses on two of these methods, finds a connection between the two, and develops an Android Application that can be used to determine an advisory speed for a curve. In this work, a brief summary of the six existing methods for advisory speed assignment are discussed. Pros and cons are included for each for comparison purposes. Next, two of these methods are highlighted by applying them in the field. Data is collected and a relationship between them is determined. Using this relationship, an Android Application is created and the various details of the design process are described. This Application, called CurveAdvisor, allows the user to assign the appropriate advisory speed on a desired horizontal curve. An analysis is then conducted to test the effectiveness of CurveAdvisor. Results indicate that CurveAdvisor is successful in many cases. Finally, contributions and suggestions for future work are included.
Master of Science
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Lee, Peter T. (Peter Taeyun). "Comparison of various media in teaching engineering principles : design of a D.C. motor torque/speed curve display mechanism." Thesis, Massachusetts Institute of Technology, 1998. http://hdl.handle.net/1721.1/49680.

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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 1998.
Improving product development education depends on finding effective media with which to teach. In my thesis, I focused on a comparison between the physical intimacy with a mechanical system and a computer simulation of the same system - specifically DC motors and their torque/speed characteristics. I built a fully mechanical dynamometer that draws the torque/speed curve of a DC motor as a student grabs the motor shaft. I also designed an interactive dynamic computer simulation of the same device using a modeling and animation software package. The design of the mechanical mechanism was a task that required engineering analysis, industrial design, human factors, and a focus on the education of students. There were a number of design challenges in this device that led me to build a fairly sophisticated mechanical mechanism that draws a torque/speed curve while being simple enough to understand. The design approach and analysis method was heavily stressed in creating this model. The computer simulation was modeled directly from the mechanical model. In order to compare the teaching effectiveness of the models, I ran experiments with students comparing the mechanical device, the computer simulation, and a control, a written textbook explanation of DC motor torque/speed characteristics. From the experiments, I found that the mechanical model was most effective in teaching students, followed by the computer simulations, and finally the control test. Students felt that the hand-on aspect of the mechanical model was the most important feature that distinguished it from the others. The results from this thesis can help to guide how media might be used more effectively in education.
by Peter T. Lee.
S.M.
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Gong, Huafeng. "OPERATING SPEED PREDICTION MODELS FOR HORIZONTAL CURVES ON RURAL FOUR-LANE NON-FREEWAY HIGHWAYS." UKnowledge, 2007. http://uknowledge.uky.edu/gradschool_diss/562.

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One of the significant weaknesses of the design speed concept is that it uses the design speed of the most restrictive geometric element as the design speed of the entire road. This leads to potential inconsistencies among successive sections of a road. Previous studies documented that a uniform design speed does not guarantee consistency on rural two-lane facilities. It is therefore reasonable to assume that similar inconsistencies could be found on rural four-lane non-freeway highways. The operating speed-based method is popularly used in other countries for examining design consistency. Numerous studies have been completed on rural two-lane highways for predicting operating speeds. However, little is known for rural four-lane non-freeway highways. This study aims to develop operating speed prediction models for horizontal curves on rural four-lane non-freeway highways using 74 horizontal curves. The data analysis showed that the operating speeds in each direction of travel had no statistical differences. However, the operating speeds on inside and outside lanes were significantly different. On each of the two lanes, the operating speeds at the beginning, middle, and ending points of the curve were statistically the same. The relationships between operating speed and design speed for inside and outside lanes were different. For the inside lane, the operating speed was statistically equal to the design speed. By contrary, for the outside lane, the operating speed was significantly lower than the design speed. However, the relationships between operating speed and posted speed limit for both inside and outside lanes were similar. It was found that the operating speed was higher than the posted speed limit. Two models were developed for predicting operating speed, since the operating speeds on inside and outside lanes were different. For the inside lane, the significant factors are: shoulder type, median type, pavement type, approaching section grade, and curve length. For the outside lane, the factors included shoulder type, median type, approaching section grade, curve length, curve radius and presence of approaching curve. These factors indicate that the curve itself does mainly influence the drivers speed choice.
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Vieira, Fábio Sartori. "Evaluation of drivers\' behavior performing a curve under mental workload." Universidade de São Paulo, 2016. http://www.teses.usp.br/teses/disponiveis/18/18143/tde-07072016-151918/.

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Driving under distraction may lead drivers to wrong actions that can result in serious accidents. The objective of this thesis was to apply a driving simulator to verify variations in drivers\' behavior while driving. Behavior to drive on a curve was measured by variation in drivers\' speed profile in a virtualized highway. The comparison was performed between two identical simulations, one involving drivers distracted with a mental workload, and other in which they were full aware of driving task. 54 volunteer drivers took part in this study, which was divided into 4 stages. 17 drivers performed the distraction test known as PASAT, and results showed that distracted drivers did not recognize the beginning of the curve and drove through it at speeds higher than those when they were fully aware. Moreover, driving performance was increased when drivers were aware of driving, thereby hitting high speeds in tangents, but perceiving curves in advance to reduce acceleration. This study confirms that driving simulators are beneficial in discovering drivers\' behavior exposed to activities that could be highly risky if driving in real situations.
A distração durante a atividade de direção pode levar o condutor de veículos automotores a cometer falhas, que podem ocasionar até mesmo acidentes graves. Este estudo aborda a utilização de simuladores de direção para verificar variações no comportamento de motoristas ao realizar a atividade de direção, distraídos ou com plena atenção na condução do veículo. O comportamento é medido pela variação no perfil de velocidade dos condutores para desenvolver uma curva considerada perigosa em uma rodovia simulada em ambiente virtual. A variação de velocidade deste perfil é comparada entre duas simulações idênticas, onde em uma delas os condutores estão distraídos com um teste que proporciona estresse mental e, na outra, estão com plena atenção à direção. 54 condutores fizeram parte deste estudo dividido em 3 etapas. 17 participantes realizaram o teste de distração conhecido como PASAT, e a análise dos resultados mostram que, distraídos, os condutores não perceberam o início da curva e desenvolveram velocidades maiores durante seu trajeto. Além disso, quando estavam com plena atenção à atividade de direção, o desempenho dos condutores foi melhor, atingindo velocidades maiores nas tangentes, mas percebendo as curvas antecipadamente e reduzindo suas velocidades antes de iniciar esses trechos.
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Narmack, Kirilll. "Dynamic Speed Adaptation for Curves using Machine Learning." Thesis, KTH, Skolan för elektroteknik och datavetenskap (EECS), 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-233545.

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The vehicles of tomorrow will be more sophisticated, intelligent and safe than the vehicles of today. The future is leaning towards fully autonomous vehicles. This degree project provides a data driven solution for a speed adaptation system that can be used to compute a vehicle speed for curves, suitable for the underlying driving style of the driver, road properties and weather conditions. A speed adaptation system for curves aims to compute a vehicle speed suitable for curves that can be used in Advanced Driver Assistance Systems (ADAS) or in Autonomous Driving (AD) applications. This degree project was carried out at Volvo Car Corporation. Literature in the field of speed adaptation systems and factors affecting the vehicle speed in curves was reviewed. Naturalistic driving data was both collected by driving and extracted from Volvo's data base and further processed. A novel speed adaptation system for curves was invented, implemented and evaluated. This speed adaptation system is able to compute a vehicle speed suitable for the underlying driving style of the driver, road properties and weather conditions. Two different artificial neural networks and two mathematical models were used to compute the desired vehicle speed in curves. These methods were compared and evaluated.
Morgondagens fordon kommer att vara mer sofistikerade, intelligenta och säkra än dagens fordon. Framtiden lutar mot fullständigt autonoma fordon. Detta examensarbete tillhandahåller en datadriven lösning för ett hastighetsanpassningssystem som kan beräkna ett fordons hastighet i kurvor som är lämpligt för förarens körstil, vägens egenskaper och rådande väder. Ett hastighetsanpassningssystem för kurvor har som mål att beräkna en fordonshastighet för kurvor som kan användas i Advanced Driver Assistance Systems (ADAS) eller Autonomous Driving (AD) applikationer. Detta examensarbete utfördes på Volvo Car Corporation. Litteratur kring hastighetsanpassningssystem samt faktorer som påverkar ett fordons hastighet i kurvor studerades. Naturalistisk bilkörningsdata samlades genom att köra bil samt extraherades från Volvos databas och bearbetades. Ett nytt hastighetsanpassningssystem uppfanns, implementerades samt utvärderades. Hastighetsanpassningssystemet visade sig vara kapabelt till att beräkna en lämplig fordonshastighet för förarens körstil under rådande väderförhållanden och vägens egenskaper. Två olika artificiella neuronnätverk samt två matematiska modeller användes för att beräkna fordonets hastighet. Dessa metoder jämfördes och utvärderades.
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Koppermann, Claus Philipp [Verfasser], Georg [Akademischer Betreuer] Sigl, Marian [Gutachter] Margraf, and Georg [Gutachter] Sigl. "Curve Based Cryptography: High-Performance Implementations and Speed Enhancing Methods / Claus Philipp Koppermann ; Gutachter: Marian Margraf, Georg Sigl ; Betreuer: Georg Sigl." München : Universitätsbibliothek der TU München, 2019. http://d-nb.info/1190285223/34.

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Books on the topic "Curve speed"

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Jurkowski, Jacek. High-speed generation of certain parametric space-curves. Warsaw: Institute of Computer Science, Polish Academy of Sciences, 1988.

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Gattis, J. L. Designing horizontal curves for low-speed environments. [Fayetteville, Ark.]: University of Arkansas, Mack-Blackwell National Rural Transportation Study Center, 2003.

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Chuvikov, Dmitriy. Models and algorithms for reconstruction and examination of emergency events of road accidents based on logical artificial intelligence. 2nd ed. ru: INFRA-M Academic Publishing LLC., 2021. http://dx.doi.org/10.12737/1220729.

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The purpose of the monograph is to create a methodology, combined expert and simulation models, as well as algorithms and software-modeling tools for reconstruction and examination of accident events for automating decision-making by an expert center employee. The methodology of combining and algorithms of joint work of an expert system based on logical artificial intelligence (mivar approach) and a simulation system for solving problems of reconstruction and examination of road accidents are developed; model reconstruction and examination of the accident in the formalism of the knowledge base bipartite oriented mivar nets, including analysis formulas braking qualities of the vehicle, determining the speed of a car's performance in terms of specific DTS, the formula for calculating different occasions: - slip car when braking, driving on curved sections of the road, hitting a car on the pedestrian in uniform motion and unlimited visibility; a method of generation of interfaces for designer expert systems based on the concept of mivar approach; special software in the form of expert systems "Analysis of road accident" in order to reduce the complexity of the process of calculating the disputed accidents, errors in the calculation and improve the accuracy and objectivity of the results obtained and the speed and quality of the calculations. It can be useful to specialists of expert institutions, insurance companies, educational institutions in the field of expertise, as well as unmanned vehicles in terms of objective analysis and examination of road accidents.
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Company, Sandhills Publishing. How to troubleshoot your PC: Solve your hardware & software problems : recover from system crashes, get rid of viruses & spyware, speed up Internet connections, cure 100s of common hardware glitches, solve Microsoft Office problems, back up & reinstall your data. Lincoln, NE: Sandhills Publishing Company, 2003.

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Beginning Speed Reading (Learning Curve). Metacom, 1985.

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Advanced Speed Reading (Learning Curve). Metacom, 1985.

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Intermediate Speed Reading/Cassette (Learning Curve). Metacom, 1985.

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Johnson, Whitney. Disrupt Yourself: Master Relentless Change and Speed up Your Learning Curve. Harvard Business Review Press, 2019.

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Speed of adjustment and inflation: Unemployment tradeoff in developing countries : case of India. Ahmedabad: Indian Institute of Management, 2011.

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Shapiro, David A. Changes in the curve of Spee in orthodontically treated and untreated individuals. 2002.

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Book chapters on the topic "Curve speed"

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Longa, Patrick, and Catherine Gebotys. "Efficient Techniques for High-Speed Elliptic Curve Cryptography." In Cryptographic Hardware and Embedded Systems, CHES 2010, 80–94. Berlin, Heidelberg: Springer Berlin Heidelberg, 2010. http://dx.doi.org/10.1007/978-3-642-15031-9_6.

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Sakiyama, K., L. Batina, B. Preneel, and I. Verbauwhede. "Superscalar Coprocessor for High-Speed Curve-Based Cryptography." In Lecture Notes in Computer Science, 415–29. Berlin, Heidelberg: Springer Berlin Heidelberg, 2006. http://dx.doi.org/10.1007/11894063_33.

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Chatterjee, Ayantika, and Indranil Sengupta. "High-Speed Unified Elliptic Curve Cryptosystem on FPGAs Using Binary Huff Curves." In Progress in VLSI Design and Test, 243–51. Berlin, Heidelberg: Springer Berlin Heidelberg, 2012. http://dx.doi.org/10.1007/978-3-642-31494-0_28.

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Rebeiro, Chester, and Debdeep Mukhopadhyay. "High Speed Compact Elliptic Curve Cryptoprocessor for FPGA Platforms." In Progress in Cryptology - INDOCRYPT 2008, 376–88. Berlin, Heidelberg: Springer Berlin Heidelberg, 2008. http://dx.doi.org/10.1007/978-3-540-89754-5_29.

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Ma, Yuan, Zongbin Liu, Wuqiong Pan, and Jiwu Jing. "A High-Speed Elliptic Curve Cryptographic Processor for Generic Curves over $$\mathrm{GF}(p)$$." In Selected Areas in Cryptography -- SAC 2013, 421–37. Berlin, Heidelberg: Springer Berlin Heidelberg, 2014. http://dx.doi.org/10.1007/978-3-662-43414-7_21.

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Qu, Xian, Feng Yu, and Shu-en Zhao. "Research on Curve Safety Speed Warning for Vehicle with Risk Prediction." In Lecture Notes in Electrical Engineering, 431–45. Singapore: Springer Singapore, 2017. http://dx.doi.org/10.1007/978-981-10-3527-2_37.

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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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Mohamed, Nadiah, Norliana Sulaiman, Muhammad Akram Adnan, and Jezan Md Diah. "Validation of Operating Speed Prediction Model for Horizontal Curve with Established Models." In InCIEC 2015, 921–34. Singapore: Springer Singapore, 2016. http://dx.doi.org/10.1007/978-981-10-0155-0_77.

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Lydia, M., S. Suresh Kumar, A. Immanuel Selvakumar, and G. Edwin Prem Kumar. "Wind Farm Power Prediction Based on Wind Speed and Power Curve Models." In Lecture Notes in Electrical Engineering, 15–24. Singapore: Springer Singapore, 2017. http://dx.doi.org/10.1007/978-981-10-4852-4_2.

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Cui, Shujie, Johann Großschädl, Zhe Liu, and Qiuliang Xu. "High-Speed Elliptic Curve Cryptography on the NVIDIA GT200 Graphics Processing Unit." In Information Security Practice and Experience, 202–16. Cham: Springer International Publishing, 2014. http://dx.doi.org/10.1007/978-3-319-06320-1_16.

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Conference papers on the topic "Curve speed"

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Järvinen, Kimmo U., and Jorma O. Skyttä. "High-Speed Elliptic Curve Cryptography Accelerator for Koblitz Curves." In 2008 16th International Symposium on Field-Programmable Custom Computing Machines (FCCM). IEEE, 2008. http://dx.doi.org/10.1109/fccm.2008.30.

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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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Daneshbeh, A. K., and M. A. Hasan. "Area efficient high speed elliptic curve cryptoprocessor for random curves." In International Conference on Information Technology: Coding and Computing, 2004. Proceedings. ITCC 2004. IEEE, 2004. http://dx.doi.org/10.1109/itcc.2004.1286717.

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Chutchavong, Vanvisa, Kanyaphak Srisuk, Alongkon Vijittanasan, Kongsak Anuntahirunrat, Kanok Janchitrapongvej, and Chawalit Benjangkaprasert. "Train Speed Curve of Electric Railway Based on Bezier-Bernstein Curve." In 2019 5th International conference on Engineering, Applied Sciences and Technology (ICEAST). IEEE, 2019. http://dx.doi.org/10.1109/iceast.2019.8802566.

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Sourkounis, Constantinos. "S-curve speed control for variable speed wind energy converters." In 2013 21st Mediterranean Conference on Control & Automation (MED). IEEE, 2013. http://dx.doi.org/10.1109/med.2013.6608743.

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Nguyen, Tuy Tan, and Hanho Lee. "High-speed low-complexity elliptic curve cryptographic processor." In 2015 International SoC Design Conference (ISOCC). IEEE, 2015. http://dx.doi.org/10.1109/isocc.2015.7401749.

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Jia, Jiannan, and Pei Liu. "Optimal Train-speed Curve Based on Cooperative Train." In 2016 International Conference on Sensor Network and Computer Engineering. Paris, France: Atlantis Press, 2016. http://dx.doi.org/10.2991/icsnce-16.2016.19.

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Wang, Yunpeng, Wenjuan E, Daxin Tian, Guangquan Lu, and Guizhen Yu. "Highway Curve Speed Precaution System Based on VII." In First International Conference on Transportation Information and Safety (ICTIS). Reston, VA: American Society of Civil Engineers, 2011. http://dx.doi.org/10.1061/41177(415)151.

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Liu, Xingwang. "Maximum Safe Speed Calculation Model Research on Curve." In First International Conference on Transportation Information and Safety (ICTIS). Reston, VA: American Society of Civil Engineers, 2011. http://dx.doi.org/10.1061/41177(415)207.

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Liu, De-Hong, Xiang-Jun Wang, and Dou Ji. "Underwater target recognition technology based on ship speed – paddle speed characteristic curve." In The International Conference on Mechatronics and Manufacturing Technologies (MMT2016). WORLD SCIENTIFIC, 2017. http://dx.doi.org/10.1142/9789813222359_0077.

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Reports on the topic "Curve speed"

1

Dixon, Karen. Safety Evaluation of Curve Warning Speed Signs. Portland State University Library, June 2011. http://dx.doi.org/10.15760/trec.25.

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