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Search for theH-dibaryon resonance inC12(K−,K+ΛΛX)
Yoon, C. J.,Akikawa, H.,Aoki, K.,Fukao, Y.,Funahashi, H.,Hayata, M.,Imai, K.,Miwa, K.,Okada, H.,Saito, N.,Sato, H. D.,Shoji, K.,Takahashi, H.,Taketani, K.,Asai, J.,Kurosawa, M.,Ieiri, M.,Hayakawa, T. American Physical Society 2007 PHYSICAL REVIEW C - Vol.75 No.2
C. J. Yoon,H. Akikawa,K. Aoki,Y. Fukao,H. Funahashi,M. Hayata,K. Imai,K. Miwa,H. Okada,N. Saito,H. D. Sato,K. Shoji,H. Takahashi,K. Taketani,J. Asai,M. Kurosawa,M. Ieiri,T. Hayakawa,T. Kishimoto,A. Sa 한국물리학회 2011 THE JOURNAL OF THE KOREAN PHYSICAL SOCIETY Vol.59 No.23
We determined scattering length and effective range of ΛΛ scattering for the ΛΛ relative energy (M_(ΛΛ)-2M_Λ) from ΛΛ threshold to 30 MeV/c_2. Phase shift of the ΛΛ wave function which described by scattering length and effective range was determined by fitting the ΛΛ mass spectrum. The obtained scattering length -0.10^(+0.37)_(-1.56) ± 0.04, and effective range 13.90 ^(+14.35)_(-9.13) ± 10.53 fm is the most consistent with the values predicted by using a series of the Nijmegen soft core models NSC97's. However the predicted values by using the Nijmegen hard core model ND (G-matrix), the extended soft core model ESC00, and the Kyoto-Niigata FSS are out of three standard deviations from the determined scattering parameters. Further, we determine ΛΛ potential by fitting the ΛΛ invariant mass spectrum using numerically solved ΛΛ wave function with two-Gaussian shaped potential well. The ΛΛ scattering parameters derived from the wave function are found to be scattering length -0.09, and effective range 29.34 fm with a maximum phase shift of 2.4 deg.
A. IIJIMA,K. YOSHIDA,H. SHOJI,J. T. LEE 한국자동차공학회 2007 International journal of automotive technology Vol.8 No.2
Homogenous Charge Compression Ignition (HCCI) combustion systems can be broadly divided for the process applied to 4-stroke and 2-stroke engines. The former process is often referred to as simply HCCI combustion and the latter process as Active Thermo-Atmosphere Combustion (ATAC). The region of stable engine operation tends to differ greatly between the two processes. In this study, it was shown that the HCCI combustion process of a 4-stroke engine, characterized by the occurrence of autoignition under a high compression ratio, a lean mixture and wide open throttle operation, could be simulated by operating a 2-stroke engine at a higher compression ratio. On that basis, a comparison was made of the combustion characteristics of high-compression-ratio HCCI combustion and ATAC, characterized as autoignited combustion in the presence of a large quantity of residual gas at a low compression ratio and part throttle. The results showed that one major difference between these two combustion processes was their different degrees of susceptibility to the occurrence of cool flame reactions. Compared with high-compression-ratio HCCI combustion, the ignition timing of ATAC tended not to change in relation to different fuel octane numbers. Furthermore, when internal EGR was applied to high-compression-ratio HCCI combustion, it resulted in combustion characteristics resembling ATAC. Specifically, as the internal EGR rate was increased, the ignition timing showed less change in relation to changes in the octane number and the region of stable engine operation also approached that of ATAC.
Iijima, A.,Yoshida, K.,Shoji, H.,Lee, J.T. The Korean Society of Automotive Engineers 2007 International journal of automotive technology Vol.8 No.2
Homogenous Charge Compression Ignition (HCCI) combustion systems can be broadly divided for the process applied to 4-stroke and 2-stroke engines. The former process is often referred to as simply HCCI combustion and the latter process as Active Thermo-Atmosphere Combustion (ATAC). The region of stable engine operation tends to differ greatly between the two processes. In this study, it was shown that the HCCI combustion process of a 4-stroke engine, characterized by the occurrence of autoignition under a high compression ratio, a lean mixture and wide open throttle operation, could be simulated by operating a 2-stroke engine at a higher compression ratio. On that basis, a comparison was made of the combustion characteristics of high-compression-ratio HCCI combustion and ATAC, characterized as autoignited combustion in the presence of a large quantity of residual gas at a low compression ratio and part throttle. The results showed that one major difference between these two combustion processes was their different degrees of susceptibility to the occurrence of cool flame reactions. Compared with high-compression-ratio HCCI combustion, the ignition timing of ATAC tended not to change in relation to different fuel octane numbers. Furthermore, when internal EGR was applied to high-compression-ratio HCCI combustion, it resulted in combustion characteristics resembling ATAC. Specifically, as the internal EGR rate was increased, the ignition timing showed less change in relation to changes in the octane number and the region of stable engine operation also approached that of ATAC.