• Journal of The Korean Astronomical Society
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• v.37 no.5
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• pp.399-404
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• 2004

Cosmic rays are ubiquitous in space, and are apparently present wherever the matter density is small enough that they are not removed by collisions with ambient particles. The essential similarity of their energy spectra in many different regions places significant general constraints on the mechanisms for their acceleration and confinement. Diffusive shock acceleration is at present the most successful acceleration mechanism proposed, and, together with transport in Kolmogorov turbulence, can account for the universal specta. In comparison to shock acceleration, statistical acceleration, invoked in many situations, has significant disadvantages. The basic physics of acceleration and transport are discussed, and examples shown where it apparently works very well. However, there are now well-established situations where diffusive shock acceleration cannot be the accelerator. This problem will be discussed and possible acceleration mechanism evaluated. Statistical acceleration in these places is possible. In addition, a new mechanism, called diffusive compression acceleration, will be discussed and shown to be an attractive candidate. It has similarities with both statistical acceleration and shock acceleration.

• International Journal of Naval Architecture and Ocean Engineering
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• v.13 no.1
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• pp.794-803
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• 2021

The instantaneous acceleration affects the performance of the water-jet pump obviously. Here, based on the user-defined function, the method to simulate the inner flow in water-jet pumps under acceleration conditions was established. The effects of two different acceleration modes (linear acceleration and exponential acceleration) and three kinds of different acceleration time (0.5s, 1s and 2s) on the performance of the water-jet pump were analyzed. The results show that the thrust and the pressure pulsation under exponential acceleration are lower than that under linear acceleration at the same time; the vapor volume fraction in the impeller under linear acceleration is 27.3% higher than that under exponential acceleration. As the acceleration time increases, the thrust gradually increases and the pressure pulsation amplitude at the impeller inlet and outlet gradually decreases, while the law of pressure pulsation is the opposite at the diffuser outlet. The main frequency of pressure pulsation at the impeller outlet is different under different acceleration time. The research results can provide some reference for the optimal design of water-jet pumps.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.8 no.2
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• pp.60-66
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• 2009

The acceleration noise is valuable index to monitor traffic stability. However, the previous study was performed for the acceleration noise of individual vehicle. The consideration of the acceleration noise for vehicle in the network has not been studied yet. This paper proposes a new macroscopic traffic flow monitoring method based on applying network acceleration noise.

• Journal of Mechanical Science and Technology
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• v.17 no.2
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• pp.197-206
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• 2003

It is intended to retrieve the time history of displacement from measured acceleration signal. In this study, the word retrieving means reconstructing the time history of original displacement signal from already measured acceleration signal not just extracting various information using relevant signal processing techniques. Unlike extracting required information from the signal, there are not many options to apply to retrieve the time history of displacement signal, once the acceleration signal is measured and recorded with given sampling rate. There are two methods, in general, to convert measured acceleration signal into displacement signal. One is directly integrating the acceleration signal in time domain. The other is dividing the Fourier transformed acceleration signal by the scale factor of - $\omega$$^2$and taking the inverse Fourier transform of it. It turned out both the methods produced a significant amount of errors depending on the sampling resolution in time and frequency domain when digitizing the acceleration signals. A simple and effective way to convert the time history of acceleration signal into the time history of displacement signal without significant errors is studied here with the analysis on the errors involved in the conversion process.

• Journal of Institute of Control, Robotics and Systems
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• v.6 no.12
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• pp.1126-1132
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• 2000

In this paper we propose an angular rate and acceleration matching method for initial transfer alignment in aircraft. The conventional angular rate and acceleration matching method performs compensation for the lever arm effects between the master and slave INS before initial alignment. However, the conventional method does not take the flexure angular acceleration into account and thus is not effective when the flexure angular acceleration is large. We propose a new angular rate and acceleration matching method to cope with the flexure acceleration between the master and slave INS and compare the results with those of the conventional method by simulation. The simulation results show that the proposed matching method is better than the conventional matching method in case of large flexure acceleration.

• Korean Journal of Applied Biomechanics
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• v.26 no.3
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• pp.273-284
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• 2016

Objective: The purpose of this study was to investigate effects of upper limb, trunk, and pelvis kinematic variables on the velocity of Apkubi Momtong Baro Jireugi in Taekwondo. Method: Twenty Taekwondo Poomsae athletes (age: $20.8{\pm}2.2years$, height: $171.5{\pm}7.0cm$, body weight: $66.2{\pm}8.0kg$) participated in this study. The variables were upper limb velocity and acceleration; trunk angle, angular velocity, and angular acceleration; pelvis angle, angular velocity, and angular acceleration; and waist angle, angular velocity, and angular acceleration. Pearson's correlation coefficient was calculated for Jireugi velocity and kinematic variables; multiple regression analysis was performed to investigate influence on Jireugi velocity. Results: Angular trunk acceleration and linear upper arm punching acceleration had significant effects on Jireugi velocity (p<.05). Conclusion: We affirmed that angular trunk acceleration and linear upper arm punching acceleration increase the Jireugi velocity.

• International Journal of Fluid Machinery and Systems
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• v.5 no.1
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• pp.1-9
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• 2012

In the turbopump inducer of a liquid propellant rocket engine, cavitation is affected by acceleration that occurs during an actual launch sequence. Since cavitation instabilities such as rotating cavitations and cavitation surges are suppressed during launch, it is difficult to obtain data on the influence of acceleration on cavitation instabilities. Therefore, as a fundamental investigation, in the present study, a three-blade cyclic cascade is simulated numerically in order to investigate the influence of acceleration on time-averaged and unsteady characteristics of cavitation that arise in cascade. Several cases of acceleration in the axial direction of the cascade, including accelerations in the upstream and downstream directions, are considered. The numerical results reveal that cavity volume is suppressed in low cavitation number condition and cavitation performance increases as a result of high acceleration in the axial-downstream direction, also, the inverse tendency is observed in the axial-upstream acceleration. Then, the regions in which the individual cavitation instabilities occur shift slightly to a low-cavitation-number region as the acceleration increases downstream. In addition, in a downstream acceleration field, neither sub-synchronous rotating cavitation nor rotating-stall cavitation are observed. On the other hand, rotating-stall cavitation occurs in a relatively higher-cavitation-number region in an upstream acceleration field. Then, acceleration downstream is robust against cavitation instabilities, whereas cavitation instabilities easily occur in the case of acceleration upstream. Additionally, comparison with the Froude number under the actual launch conditions of a Japanese liquid propellant rocket reveals that the cavitation performance will not be affected by the acceleration under the current launch conditions.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.24 no.9
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• pp.731-740
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• 2014

Occupants induced floor vertical vibrations may cause other occupant's annoyance and lead to social loss. To help control such floor vibrations, several criteria have been developed mostly based on human perception tests and floor vibration tests. Floor vibration is evaluated by comparison with criteria and vibration parameters of subject floor, such as frequency, damping ratio, acceleration value, vibration duration time and occurrence frequency. Three acceleration value parameters are used in criteria; peak acceleration, rms acceleration and VDV, when a floor vibration serviceability is evaluated. Meanwhile rms acceleration and peak acceleration are adopted as vibration limit value in criteria and researches of human perception for vibration. Occupants induced floor vibration is transient rather than steady state. However, rms acceleration is not reliable parameter for evaluating transient vibration. The objective of this study is to investigate the characters of human perception level according to acceleration value parameters for vibration induced by heel impacts and walking activities.

• International Journal of Automotive Technology
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• v.4 no.3
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• pp.109-117
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• 2003

The analysis and evaluation of the transient performance by the transient response specifications under various acceleration speeds and types based on driver's typical acceleration habit are implemented by the experimental study to provide the appropriate direction for the transient control in a gasoline engine. The concept of the transient response specifications which consist of delay time, rising time, maximum overshoot and settling time, and the analysis method using them are introduced to evaluate the characteristics of the transient performance quantitatively. Furthermore four acceleration speeds and four acceleration types are set respectively to realize the various transient states which are similar to the real drive. Several performance parameters in terms of engine speed, manifold absolute pressure, fuel injection duration and air excess ratio are measured simultaneously during the various acceleration using a throttle actuator controlled by a PC. The transient response specifications characterized well the transient performance for the various acceleration speed and types quantitatively. Delay and rising time with increment of the acceleration speed became shorter, but settling time did longer. Intensified acceleration type appeared to be the most economical in view of fuel consumption, and linear acceleration type was found to have the least harmful emission concentration.

• International Journal of Highway Engineering
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• v.15 no.6
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• pp.103-111
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• 2013

PURPOSES : Previous Speed Profile reflects the patterns of speeds in sections of tangents to curves in the roads. However these patterns are uniform of speeds and Acceleration/Deceleration. In oder to supplement these shortcomings. this study made a new profile which can contain factors of Acceleration/Deceleration through theories of Previous Speed Profiles. METHODS : For sakes, this study developed the speed prediction model of Rural Multi-Lane Highways and calculated Acceleration/Deceleration by appling a Polynomial model based on developed speed prediction model. Polynomial model is based on second by second. Acceleration/Deceleration Profile is developed with the various scenarios of road geometric conditions. RESULTS : The longer an ahead tangent length is, The higher an acceleration rate in curve occurs due to wide sight distance. However when there are big speed gaps between two curves, the longer tangent length alleviate acceleration rate. CONCLUSIONS : Acceleration/Deceleration Profile can overview th patterns of speeds and Accelerations/Decelerations in the various road geometric conditions. Also this result will help road designer have a proper guidance to exam a potential geometric conditions where may occur the acceleration/deceleration states.