Quantum Entanglement Results from Quantum State Transition at Fast-Than-Light Speed with Matter Wave's Phase Velocity

<div>Quantum entanglement is a primary feature of quantum mechanics and probably results from the quantum state’s conservation and the quantum state’s transition with the matter wave’s phase velocity at the fast-than-light speed.</div><div>The quantum state transition of entangled particles proceeds with the phase velocity, while the observer measures the process with the electromagnetic or the light speed. This speed difference makes the causality law no longer fully valid except in certain areas</div>

Quantum Entanglement Results from Quantum State Transition at Fast-Than-Light Speed with Matter Wave's Phase Velocity

<div>Quantum entanglement is a primary feature of quantum mechanics and probably results from the quantum state’s conservation and the quantum state’s transition with the matter wave’s phase velocity at the fast-than-light speed.</div><div>The quantum state transition of entangled particles proceeds with the phase velocity, while the observer measures the process with the electromagnetic or the light speed. This speed difference makes the causality law no longer fully valid except in certain areas</div>

Model predictive control based on time-varying efficiency for hydraulic hub-motor driving vehicle

A model predictive feedback control strategy based on time-varying efficiency is investigated and applied to a hydraulic hub-motor auxiliary system (HHMAS) in this paper. Adding HHMAS to a traditional heavy commercial vehicle can improve fuel economy and traction performance on roads with low adhesion coefficients. However, the hydraulic drive system experiences serious disturbance imposed by time-varying parameters and external conditions. Model predictive feedback control based on time-varying efficiency offers a solution for HHMAS to cope with the disadvantage of the hydraulic drive system and improve the environmental adaptability of the vehicle controller. In this study, the control law of hydraulic variable pump (HVP) target displacement is established based on temperature compensation in consideration of the influence of multiple factors on pump target displacement. For coordinated power distribution of HHMAS, the minimum wheel speed difference and the reduction in system impact are regarded as optimal control targets in adjusting the engine torque and HVP displacement and designing the model predictive controller. Simulation results show that the proposed model predictive control method can reduce the speed difference between front and rear wheels by up to 64% and can achieve the wheel speed following effect faster than the traditional proportional-integral-derivative algorithm. Given that the control parameters do not need to be calibrated in the proposed method, the calibration time is saved, and the actual development process of the hydraulic hub-motor driving vehicle is remarkably improved.

Analyzing the Safety Impacts of Variable Speed Limit Control on Aggregated Driving Behavior Based on Traffic Big Data

Variable speed limit (VSL) control dynamically adjusts the displayed speed limit to harmonize traffic speed, prevent congestions, and reduce crash risks based on prevailing traffic stream and weather conditions. Previous research studies examine the impacts of VSL control on reducing corridor-level crash risks and improving bottleneck throughput. However, less attention focuses on utilizing real-world data to see how compliant the drivers are under different VSL values and how the aggregated driving behavior changes. This study aims to fill the gap. With the high-resolution lane-by-lane traffic big data collected from a European motorway, this study performs statistical analysis to measure the difference in driving behavior under different VSL values and analyze the safety impacts of VSL controls on aggregate driving behaviors (mean speed, average speed difference, and the percentage of small space headway). The data analytics show that VSL control can effectively decrease the mean speed, the speed difference, and the percentage of small space headways. The safety impacts of VSL control on aggregated driving behavior are also discussed. The aggregated driving behavior variables follow a trend of first decreasing and then increasing with the continuous decrease in VSL values, indicating that potential traffic safety benefits can be achieved by adopting suitable VSL values that match with prevailing traffic conditions.

Intercomparison of wind observations from ESA's satellite mission Aeolus, ERA5 reanalysis and radiosonde over China

The European Space Agency (ESA) Earth Explorer Atmospheric Dynamics Mission Aeolus is the first satellite mission providing wind profile information on a global scale, and its wind products have been released on 12 May 2020. In this study, we verify and intercompare the wind observations from ESA’s satellite mission Aeolus and the European Centre for Medium-Range Weather Forecasts (ECMWF) fifth generation atmospheric reanalyses (ERA5) with radiosonde (RS) observations over China, to allow a fitting application of Aeolus winds. Aeolus provides wind observations in aerosol-free (referred to as Rayleigh-clear winds) and cloudy atmospheres (Mie-cloudy winds). In terms of Aeolus and RS winds, the correlation coefficient (R) and mean difference of Rayleigh-clear (Mie-cloudy) vs RS winds are 0.90 (0.92) and 0.09±9.62 (−0.59±8.05) m/s, respectively. The vertical profiles of wind speed differences between Aeolus and RS winds are opposite to each other during ascending and descending orbits, indicating that the performance of Aeolus wind product is affected by the orbit phase. The comparison of ECMWF winds relative to Aeolus winds provides the R and mean difference of Rayleigh-clear (Mie-cloudy) winds, which are 0.95 (0.97) and −0.16±6.78 (−0.21±3.91) m/s, respectively. The Rayleigh-clear and Mie-cloudy winds are almost consistent with the ECMWF winds, likely due to the assimilation of Aeolus wind observations into the ECMWF winds. Moreover, we find that among the results of comparing Aeolus with RS and ECMWF winds, the wind speed difference of Rayleigh-clear winds is large in the height range of 0–1 km, especially during descending orbits. This indicates that the performance of low-altitude Rayleigh-clear wind products could be affected by the near-surface aerosols. In addition, the R and mean difference between ERA5 and RS zonal wind components are 0.89 and −1.46±6.33 m/s, respectively. The RS zonal winds tend to be larger than those from ERA5. The wind speed difference between RS and ERA5 zonal winds in low-lying area is low and insignificant, while it is relatively high and significant over the Qinghai-Tibet Plateau areas. Overall, the Aeolus winds over China are similar to the RS and ECMWF winds. The RS and ERA5 zonal winds are somewhat different over high altitude area, but these differences are acceptable for application of wind products. The findings give us sufficient confidence and information to apply Aeolus wind products in numerical weather prediction in China and in climate change research.

Deadlock-Free Planner for Occluded Intersections Using Estimated Visibility of Hidden Vehicles

A common approach used for planning blind intersection crossings is to assume that hypothetical vehicles are approaching the intersection at a constant speed from the occluded areas. Such an assumption can result in a deadlock problem, causing the ego vehicle to remain stopped at an intersection indefinitely due to insufficient visibility. To solve this problem and facilitate safe, deadlock-free intersection crossing, we propose a blind intersection planner that utilizes both the ego vehicle and the approaching vehicle’s visibility. The planner uses a particle filter and our proposed visibility-dependent behavior model of approaching vehicles for predicting hidden vehicles. The behavior model is designed based on an analysis of actual driving data from multiple drivers crossing blind intersections. The proposed planner was tested in a simulation and found to be effective for allowing deadlock-free crossings at intersections where a baseline planner became stuck in a deadlock. The effects of perception accuracy and sensor position on output motion were also investigated. It was found that the proposed planner delayed crossing motion when the perception was imperfect. Furthermore, our results showed that the planner decelerated less while crossing the intersection with the front-mounted sensor configuration compared to the roof-mounted configuration due to the improved visibility. The minimum speed difference between the two sensor configurations was 1.82 m/s at an intersection with relatively poor visibility and 1.50 m/s at an intersection with good visibility.

Influence of the longitudinal inclination on the speed on highways

The main objective of the present paper is to investigate the influence of the longitudinal inclination of grades on the speed behavior on highways. For assessing this dependence, all uphill and downhill highway sections were considered separately in the two travel directions and the mean values of both 85th and 15th percentile speeds were calculated for each section. In order to take into account the free speed selection, all speed limited highway sections were excluded from the study. To investigate the speed changes as a function of the longitudinal inclination, the speed differences V85 between the speeds at the end and the beginning of each individual ascending and descending section were calculated as well. The dependencies were assessed also using the “moving average” over the grades. Both methodological approaches show that the magnitude of the longitudinal inclination on uphill sections has a clear influence on the speed and on the speed differences. A significant reduction of the speed and a significant increase of the speed difference were established on ascending sections with slopes over 4%. Furthermore, it was found that the length of the ascending grades also affects the speed differences ΔV85, which increase considerably on longer uphill sections.

Quantum Entanglement Results from Quantum State Transition at Fast-Than-Light Speed with Matter Wave’s Phase Velocity

The quantum entanglement, that violates the local realism and other classical physics theories, leads to various counterintuitive phenomena, is a primary feature of quantum mechanics and probably results from the quantum state’s conservation and the quantum state’s transition with the matter wave’s phase velocity at the fast-than-light speed. The quantum state transition of entangled particles proceeds with the phase velocity, while the observer measures the process with the electromagnetic or the light speed. This speed difference makes the causality law no longer fully valid everywhere except in certain areas.

Enhanced type inference for binding-time analysis

In this paper we will be taking a look at type inference and its uses for binding-time analysis, dynamic typing and better error messages. We will propose a new binding-time analysis algorithm ℬ, which is a modification of an already existing algorithm by Gomard [4], and discuss the speed difference.