scholarly journals RADIO-ULNAR PRONATION VS FOREARM EXTENSION: WHICH THE BEST TO REACH THE MAXIMAL BADMINTON RACKET VELOCITY?

2020 ◽  
Vol 20 (2) ◽  
pp. 99-107
Author(s):  
M Phomsoupha ◽  
J Jeuvrey ◽  
G Laffaye
Keyword(s):  
Angular Velocity ◽  
High Speed ◽  
Skill Level ◽  
Maximal Velocity ◽  
Elbow Extension ◽  
End Points ◽  
Head Velocity ◽  
The Difference ◽  
Common Components

Aim. Forearm extension and radio-ulnar pronation are two common components of the final movement during each badminton smash stroke. By coordinating the forearm to produce both extension and pronation at the same time, racket head velocity can be increased. Thus, this study examined maximal velocity and racket deflection during both movements in regard with skill level. Materials and methods. Twenty-two players (8 experts and 14 novices) participated in this study. Wrist, handle and racket head velocity were recorded using high speed cameras (Vicon V8i at a frequency of 250 Hz). Results. The racket head velocity with radio-ulnar pronation was 16 % higher than with forearm extension. This higher velocity resulted from an 8 % higher acceleration and a 70 % higher maximal angular velocity of the end points of the forearm segments during radio-ulnar pronation. In each movement, experts’ maximal velocity was higher than that of novices (p < .001).The maximal velocity of the racket for novices was obtained with elbow extension (20.9 ± 4.8 m/s), with a gain of 47 %, whereas for experts, it was obtained with radio-ulnar pronation (33.9 ± 5.8 m/s), with a gain of 53 %. Conclusion. The difference between the best velocities in both samples is 39 %, obtained respectively by radio-ulnar pronation for experts and an elbow extension for novices. Forearm extension and radio-ulnar pronation acceleration on the handle led to an increase in racket head velocity.

The Theory Based on the Displacement of Mass of MEMS Gyroscope Used in Spinning Projectiles Analysis and Simulation

2011 ◽  
Vol 291-294 ◽  
pp. 3139-3143
Author(s):  
Xing Cui ◽  
Xiao Ming Zhang ◽  
Guo Bin Chen ◽  
Yong Hui Li ◽  
Jun Liu
Keyword(s):  
Angular Velocity ◽  
Kinetic Parameters ◽  
High Speed ◽  
Vibration Mode ◽  
Single Chip ◽  
Ansys Software ◽  
Mems Gyroscope ◽  
Harmonic Response ◽  
Structural Principle ◽  
The Difference

The MEMS gyroscope used in Spinning Projectiles is a single-chip and axis gyroscope drive by high-speed rotary of Spinning Projectiles. To analysis this theory, a corresponding mathematical module was established based on the structural principle of the gyroscope and the Kinetic parameters included in the mathematical module was analyzed and calculation. By calculation, the paper had drawn the curve between the displacement of mass and the input angular velocity. By using ANSYS software the vibration mode and harmonic response have been done, after comparing the results of imitation and calculation, it is found that the difference is little, so the theory based on the displacement of mass is correct.

Force–Velocity–Power Profile in High-Elite Boulder, Lead, and Speed Climber Competitors

2020 ◽  
Vol 15 (7) ◽  
pp. 1012-1018
Author(s):  
Guillaume Levernier ◽  
Pierre Samozino ◽  
Guillaume Laffaye
Keyword(s):  
External Force ◽  
Coefficient Of Variation ◽  
High Speed ◽  
Intraclass Correlation ◽  
Force Production ◽  
Maximal Velocity ◽  
Mean Power ◽  
Power Profile ◽  
Force Velocity ◽  
The Difference

Purpose: To compare the force-production capacities among boulderers, lead climbers, and speed climbers during a pull-up test using a force–velocity–power profile. Methods: In total, 24 high-elite climbers (11 boulderers, 8 lead climbers, and 5 speed climbers) did 2 pull-ups at different percentages of their body mass (0%, 30%, 45%, 60%, and 70%). Force–velocity–power profile analyses were performed with the use of an accelerometer for each load. The intraclass correlation and coefficients of variation were calculated. A 1-way analysis of variance was performed with a Tukey post hoc test to assess the difference between the groups. Results: Regarding force, the coefficient of variation ranged from 1.00% to 6.18% and the intraclass correlation ranged from .98 to .99. For velocity, the coefficient of variation ranged from 2.75% to 6.62% and the intraclass correlation ranged from .84 to .95. The linear regression slope showed R2 to be between .93 and .99, confirming the high quality of the linear relationship between velocity and the external force produced during a pull-up. Boulderers presented significantly higher (P < .05) maximal power (+22.30% and +26.29%), mean power for the pull-up at body weight (+23.49% and +25.35%), and theoretical maximal velocity at zero force (+23.92% and +21.53%) than lead and speed climbers and a more significant curve increase (+35.21% compared with lead climbers). Conclusions: The reliability of the method was shown to be high. Moreover, boulderers were able to develop an important external force and had the capacity to maintain high speed when force production increased.

Effect of Inner and Outer Wheels Driving Force Control on Small Electric Vehicle

2020 ◽  
Vol 17 (4) ◽  
pp. 8246-8254
Author(s):  
K. Shibazaki ◽  
H. Nozaki
Keyword(s):  
Control System ◽  
Angular Velocity ◽  
Electric Vehicle ◽  
Force Constant ◽  
Force Control ◽  
Driving Force ◽  
Vehicle Control ◽  
Steering Angle ◽  
Force Control System ◽  
The Difference

In this study, in order to improve steering stability during turning, we devised an inner and outer wheel driving force control system that is based on the steering angle and steering angular velocity, and verified its effectiveness via running tests. In the driving force control system based on steering angle, the inner wheel driving force is weakened in proportion to the steering angle during a turn, and the difference in driving force is applied to the inner and outer wheels by strengthening the outer wheel driving force. In the driving force control (based on steering angular velocity), the value obtained by multiplying the driving force constant and the steering angular velocity,  that differentiates the driver steering input during turning output as the driving force of the inner and outer wheels. By controlling the driving force of the inner and outer wheels, it reduces the maximum steering angle by 40 deg and it became possible to improve the cornering marginal performance and improve the steering stability at the J-turn. In the pylon slalom it reduces the maximum steering angle by 45 deg and it became possible to improve the responsiveness of the vehicle. Control by steering angle is effective during steady turning, while control by steering angular velocity is effective during sharp turning. The inner and outer wheel driving force control are expected to further improve steering stability.

Case study: Prediction and field tests of railway noise and effects of a low-height noise barrier

2020 ◽  
Vol 68 (4) ◽  
pp. 303-314
Author(s):  
Yuna Park ◽  
Hyo-In Koh ◽  
University of Science and Technology, Transpo ◽  
University of Science and Technology, Transpo ◽  
University of Science and Technology, Transpo ◽  
...  
Keyword(s):  
High Speed ◽  
Field Tests ◽  
Residential Areas ◽  
Railway Systems ◽  
Railway Noise ◽  
Sound Levels ◽  
Noise Barrier ◽  
The Difference ◽  
Reduction Effect ◽  
The Impact

Railway noise is calculated to predict the impact of new or reconstructed railway tracks on nearby residential areas. The results are used to prepare adequate counter- measures, and the calculation results are directly related to the cost of the action plans. The calculated values were used to produce noise maps for each area of inter- est. The Schall 03 2012 is one of the most frequently used methods for the production of noise maps. The latest version was released in 2012 and uses various input para- meters associated with the latest rail vehicles and track systems in Germany. This version has not been sufficiently used in South Korea, and there is a lack of standard guidelines and a precise manual for Korean railway systems. Thus, it is not clear what input parameters will match specific local cases. This study investigates the modeling procedure for Korean railway systems and the differences between calcu- lated railway sound levels and measured values obtained using the Schall 03 2012 model. Depending on the location of sound receivers, the difference between the cal- culated and measured values was within approximately 4 dB for various train types. In the case of high-speed trains, the value was approximately 7 dB. A noise-reducing measure was also modeled. The noise reduction effect of a low-height noise barrier system was predicted and evaluated for operating railway sites within the frame- work of a national research project in Korea. The comparison of calculated and measured values showed differences within 2.5 dB.

scholarly journals Prognostic Assessment of the Performance Parameters for the Industrial Diesel Engines Operated with Microalgae Oil

2021 ◽  
Vol 13 (11) ◽  
pp. 6482
Author(s):  
Sergejus Lebedevas ◽  
Laurencas Raslavičius
Keyword(s):  
Energy Efficiency ◽  
Diesel Engine ◽  
High Speed ◽  
Performance Parameters ◽  
Prognostic Assessment ◽  
High Speed Diesel ◽  
Microalgae Oil ◽  
The Difference ◽  
Smoke Opacity ◽  
Efficiency Indicators

A study conducted on the high-speed diesel engine (bore/stroke: 79.5/95.5 mm; 66 kW) running with microalgae oil (MAO100) and diesel fuel (D100) showed that, based on Wibe parameters (m and φz), the difference in numerical values of combustion characteristics was ~10% and, in turn, resulted in close energy efficiency indicators (ηi) for both fuels and the possibility to enhance the NOx-smoke opacity trade-off. A comparative analysis by mathematical modeling of energy and traction characteristics for the universal multi-purpose diesel engine CAT 3512B HB-SC (1200 kW, 1800 min−1) confirmed the earlier assumption: at the regimes of external speed characteristics, the difference in Pme and ηi for MAO100 and D100 did not exceeded 0.7–2.0% and 2–4%, respectively. With the refinement and development of the interim concept, the model led to the prognostic evaluation of the suitability of MAO100 as fuel for the FPT Industrial Cursor 13 engine (353 kW, 6-cylinders, common-rail) family. For the selected value of the indicated efficiency ηi = 0.48–0.49, two different combinations of φz and m parameters (φz = 60–70 degCA, m = 0.5 and φz = 60 degCA, m = 1) may be practically realized to achieve the desirable level of maximum combustion pressure Pmax = 130–150 bar (at α~2.0). When switching from diesel to MAO100, it is expected that the ηi will drop by 2–3%, however, an existing reserve in Pmax that comprises 5–7% will open up room for further optimization of energy efficiency and emission indicators.

A Fault Diagnosis Method for the Roller-Marks in Offset Printing Machine Based on Texture Recognition

2012 ◽  
Vol 262 ◽  
pp. 361-366
Author(s):  
Zhuo Fei Xu ◽  
Hai Yan Zhang ◽  
Ling Hui Ren
Keyword(s):  
Fault Diagnosis ◽  
High Speed ◽  
Solution Method ◽  
Offset Printing ◽  
Texture Recognition ◽  
Defect Image ◽  
Diagnosis Method ◽  
The Difference ◽  
Detecting Method ◽  
Printing Machine

Roller-mark is a common problem in offset printing and its solution method is important for printing. A new detecting method of texture analysis was given in this paper. In this study, printing image was acquired with high-speed CCD. Compared the difference between printing image and standard image, a defective image was obtained. Then the reason of roller-marks was given by the texture recognition of defect image. Finally, experiments were taken to prove the feasibility and effectiveness of this new method for the roller-marks diagnosis in the offset printing machine.

Experimental Investigation During Stall and Surge in a Transonic Fan Stage and Rotor-Only Configuration

2006 ◽  
Author(s):  
A. J. Gannon ◽  
G. V. Hobson ◽  
R. P. Shreeve ◽  
I. J. Villescas
Keyword(s):  
High Speed ◽  
Fast Response ◽  
Pressure Measurements ◽  
Post Processing ◽  
Transonic Compressor ◽  
Compressor Rotor ◽  
The Difference ◽  
Data Signal ◽  
Transonic Fan ◽  
Casing Pressure

High-speed pressure measurements of a transonic compressor rotor-stator stage and rotor-only configuration during stall and surge are presented. Rotational speed data showed the difference between the rotor-only case and rotor-stator stage. The rotor-only case stalled and remained stalled until the control throttle was opened. In the rotor-stator stage the compressor surged entering a cyclical stalling and then un-stalling pattern. An array of pressure probes was mounted in the case wall over the rotor for both configurations of the machine. The fast response probes were sampled at 196 608 Hz as the rotor was driven into stall. Inspection of the raw data signal allowed the size and speed of the stall cell during its growth to be investigated. Post-processing of the simultaneous signals of the casing pressure showed the development of the stall cell from the point of inception and allowed the structure of the stall cell to be viewed.

Behavior of Unsteady Turbulent Starting Round Jets

2012 ◽  
Vol 134 (6) ◽  
Author(s):  
Neerav Abani ◽  
Jaal B. Ghandhi
Keyword(s):  
High Speed ◽  
Penetration Rate ◽  
Injection Rate ◽  
Injection Velocity ◽  
Time Varying ◽  
Velocity Change ◽  
Rate Of Penetration ◽  
Round Jets ◽  
The Difference ◽  
Sudden Decrease

Turbulent starting jets with time-varying injection velocities were investigated using high-speed schlieren imaging. Two solenoid-controlled injectors fed a common plenum upstream of an orifice; using different upstream pressures and actuation times, injection-rate profiles with a step increase or decrease in injection velocity were tested. The behavior of the jet was found to be different depending on the direction of the injection-velocity change. A step increase in injection velocity resulted in an increased rate of penetration relative to the steady-injection case, and a larger increase in injection velocity resulted in an earlier change in the tip-penetration rate. The step-increase data were found to be collapsed by scaling the time by a convective time scale based on the tip location at the time of the injection-velocity change and the difference in the injection velocities. A sudden decrease in injection velocity to zero was found to cause a deviation from the corresponding steady-pressure case at a time that was independent of the initial jet velocity, i.e., it was independent of the magnitude of the injection-velocity change. Two models for unsteady injection from the literature were tested and some deficiencies in the models were identified.

Angular Momentum Requirements of the Twisting and Nontwisting Forward 1 1/2 Somersault Dive

1987 ◽  
Vol 3 (1) ◽  
pp. 47-62 ◽  
Author(s):  
Ross H. Sanders ◽  
Barry D. Wilson
Keyword(s):  
Angular Momentum ◽  
High Speed ◽  
Center Of Gravity ◽  
Transverse Axis ◽  
Free Position ◽  
High Speed Cinematography ◽  
The Difference ◽  
Hip Flexion ◽  
Commonwealth Games

This study investigated the in-flight rotation of elite 3m springboard divers by determining the angular momentum requirement about the transverse axis through the divers center of gravity (somersault axis) required to perform a forward 1 1/2 somersault with and without twist. Three elite male divers competing in the 1982 Commonwealth Games were filmed using high-speed cinematography while performing the forward 1 1/2 somersault in the pike position and the forward 1 1/2 somersault with one twist in a free position. The film was digitized to provide a kinematic description of each dive. An inclined axis technique appeared to be the predominant means of producing twist after takeoff from the board. The angular momentum about the somersault axis after takeoff was greater for the forward 1 1/2 somersault with twist than the forward 1 1/2 somersault without twist for all three divers. The difference in angular momentum between the two dives of each diver ranged from 6% to 19%. The most observable difference between the dives during the preflight phases was the degree of hip flexion at takeoff. There was more hip flexion at takeoff in 5132D than 103B for all three divers. This difference ranged from 9° to 18° (mean = 14°).

INVESTIGATION OF THE ABSOLUTENESS OF TIME

2021 ◽  
pp. 51-54
Author(s):  
S. Tiguntsev
Keyword(s):  
High Precision ◽  
Gravitational Potential ◽  
High Speed ◽  
Relativistic Effect ◽  
Theoretical Research ◽  
Clock Frequency ◽  
Positioning Systems ◽  
The Earth ◽  
Flow Of Time ◽  
The Difference

In classical physics, time is considered absolute. It is believed that all processes, regardless of their complexity, do not affect the flow of time The theory of relativity determines that the flow of time for bodies depends both on the speed of movement of bodies and on the magnitude of the gravitational potential. It is believed that time in space orbit passes slower due to the high speed of the spacecraft, and faster due to the lower gravitational potential than on the surface of the Earth. Currently, the dependence of time on the magnitude of the gravitational potential and velocity (relativistic effect) is taken into account in global positioning systems. However, studying the relativistic effect, scientists have made a wrong interpretation of the difference between the clock frequency of an orbiting satellite and the clock frequency on the Earth's surface. All further studies to explain the relativistic effect were carried out according to a similar scenario, that is, only the difference in clock frequencies under conditions of different gravitational potentials was investigated. While conducting theoretical research, I found that the frequency of the signal changes along the way from the satellite to the receiver due to the influence of Earth's gravity. It was found that the readings of two high-precision clocks located at different heights will not differ after any period of time, that is, it is shown that the flow of time does not depend on the gravitational potential. It is proposed to conduct full-scale experiments, during which some high-precision clocks are sent aboard the space station, while others remain in the laboratory on the surface of the earth. It is expected that the readings of the satellite clock will be absolutely identical to the readings of the clock in the Earth laboratory.

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