Geometrical properties and turbulent flame speed measurements in stationary premixed V-flames using direct numerical simulation

Three dimensional, fully compressible direct numerical simulations (DNS) of premixed turbulent flames are carried out in a V-flame configuration. The governing equations and the numerical implementation are described in detail, including modifications made to the Navier-Stokes Characteristic Boundary Conditions (NSCBC) to accommodate the steep transverse velocity and composition gradients generated when the flame crosses the boundary. Three cases, at turbulence intensities, u′/sL, of 1, 2, and 6 are considered. The influence of the flame holder on downstream flame properties is assessed through the distributions of the surface-conditioned displacement speed, curvature and tangential strain rates, and compared to data from similarly processed planar flames. The distributions are found to be indistinguishable from planar flames for distances greater than about 17δth downstream of the flame holder, where δth is the laminar flame thermal thickness. Favre mean fields are constructed, and the growth of the mean flame brush is found to be well described by simple Taylor type diffusion. The turbulent flame speed, sT is evaluated from an expression describing the propagation speed of an isosurface of the mean reaction progress variable c̃ in terms of the imbalance between the mean reactive, diffusive, and turbulent fluxes within the flame brush. The results are compared to the consumption speed, sC, calculated from the integral of the mean reaction rate, and to the predictions of a recently developed flame speed model (Kolla et al., Combust Sci Technol 181(3):518-535, 2009). The model predictions are improved in all cases by including the effects of mean molecular diffusion, and the overall agreement is good for the higher turbulence intensity cases once the tangential convective flux of c̃ is taken into account. © 2010 Springer Science+Business Media B.V.

Design and testing of a 250 kW medium-speed Brushless DFIG

This paper presents the design and testing of a 250 kW medium-speed Brushless Doubly-Fed Induction Generator (Brushless DFIG), and its associated power electronics and control systems. The experimental tests confirm the design, and show the system's steady-state and dynamic performance. The medium-speed Brushless DFIG in combination with a simplified two-stage gearbox promises a low-cost low-maintenance and reliable drive train for wind turbine applications.

Design and testing of a medium-speed 250 kW Brushless DFIG

This paper presents the design and testing of a 250 kW medium-speed Brushless Doubly-Fed Generator (Brushless DFIG), and its associated power electronics and control systems. The experimental tests confirm the design, and show the system's steady-state and dynamic performance. The medium-speed Brushless DFIG in combination with a simplified twostage gearbox promises a low-cost low-maintenance and reliable drive train for wind turbine applications.

A 1,000 Frames/s Programmable Vision Chip with Variable Resolution and Row-Pixel-Mixed Parallel Image Processors

A programmable vision chip with variable resolution and row-pixel-mixed parallel image processors is presented. The chip consists of a CMOS sensor array, with row-parallel 6-bit Algorithmic ADCs, row-parallel gray-scale image processors, pixel-parallel SIMD Processing Element (PE) array, and instruction controller. The resolution of the image in the chip is variable: high resolution for a focused area and low resolution for general view. It implements gray-scale and binary mathematical morphology algorithms in series to carry out low-level and mid-level image processing and sends out features of the image for various applications. It can perform image processing at over 1,000 frames/s (fps). A prototype chip with 64 x 64 pixels resolution and 6-bit gray-scale image is fabricated in 0.18 mu m Standard CMOS process. The area size of chip is 1.5 mm x 3.5 mm. Each pixel size is 9.5 mu m x 9.5 mu m and each processing element size is 23 mu m x 29 mu m. The experiment results demonstrate that the chip can perform low-level and mid-level image processing and it can be applied in the real-time vision applications, such as high speed target tracking.

A Prototype X-ray Framing Camera With Variable Exposure Time Based on Double-Gated Micro-Channel Plates

We present a novel X-ray frame camera with variable exposure time that is based on double-gated micro-channel plates (MCP). Two MCPs are connected so that their channels form a Chevron-MCP structure, and four parallel micro-strip lines (MSLs) are deposited on each surface of the Chevron-MCP. The MSLs on opposing surfaces of the Chevron-MCP are oriented normal to each other and subjected to high voltage. The MSLs on the input and output surfaces are fed high voltage pulses to form a gating action. In forming two-dimensional images, modifying the width of the gating pulse serves to set exposure times (ranging from ps to ms) and modifying the delay between each gating pulse serves to set capture times. This prototype provides a new tool for high-speed X-ray imaging, and this paper presents both simulations and experimental results obtained with the camera.

High-speed electrooptical VOA integrated in silicon-on-insulator

In this paper, we present simulation results of an electrooptical variable optical attenuator (VOA) inte-grated in silicon-on-insulator waveguide. The device is functionally based on free carriers absorption toachieve attenuation. Beam propagation method (BPM) and two-dimensional semiconductor device simu-lation tool PISCES-Ⅱ were used to analyze the dc and transient characteristics of the device. The devicehas a response time (including rise time and fall time) less than 200 ns, much faster than the thermoopticand micro-electromechanical systems (MEMSs) based VOAs.

电机转速自适应测量方法及其在DSP上的实现

本文在分析几种常用的基于编码器测速方法的基础上,提出了一种高性能的自适应速度测量方法。该方法选择一个可变的时间周期和编码器脉冲数来测量单位时间内的编码器脉冲数,再通过简单的计算得到转速的测量值。数字信号处理器(DSP)芯片集成有正交脉冲编码电路,并且数据处理速度快,实时性强。本文中提出的方法在电机控制专用DSP芯片TMS320 LF2407A上进行了实现。实验研究表明,可以在提高低速时的测速准确度的同时,提高系统的响应时间。该方法已经在自主研发的全数字伺服驱动系统中得到了成功应用。

Adaptive Neural Networks for Control of Movement Trajectories Invariant under Speed and Force Rescaling

This article describes two neural network modules that form part of an emerging theory of how adaptive control of goal-directed sensory-motor skills is achieved by humans and other animals. The Vector-Integration-To-Endpoint (VITE) model suggests how synchronous multi-joint trajectories are generated and performed at variable speeds. The Factorization-of-LEngth-and-TEnsion (FLETE) model suggests how outflow movement commands from a VITE model may be performed at variable force levels without a loss of positional accuracy. The invariance of positional control under speed and force rescaling sheds new light upon a familiar strategy of motor skill development: Skill learning begins with performance at low speed and low limb compliance and proceeds to higher speeds and compliances. The VITE model helps to explain many neural and behavioral data about trajectory formation, including data about neural coding within the posterior parietal cortex, motor cortex, and globus pallidus, and behavioral properties such as Woodworth's Law, Fitts Law, peak acceleration as a function of movement amplitude and duration, isotonic arm movement properties before and after arm-deafferentation, central error correction properties of isometric contractions, motor priming without overt action, velocity amplification during target switching, velocity profile invariance across different movement distances, changes in velocity profile asymmetry across different movement durations, staggered onset times for controlling linear trajectories with synchronous offset times, changes in the ratio of maximum to average velocity during discrete versus serial movements, and shared properties of arm and speech articulator movements. The FLETE model provides new insights into how spina-muscular circuits process variable forces without a loss of positional control. These results explicate the size principle of motor neuron recruitment, descending co-contractive compliance signals, Renshaw cells, Ia interneurons, fast automatic reactive control by ascending feedback from muscle spindles, slow adaptive predictive control via cerebellar learning using muscle spindle error signals to train adaptive movement gains, fractured somatotopy in the opponent organization of cerebellar learning, adaptive compensation for variable moment-arms, and force feedback from Golgi tendon organs. More generally, the models provide a computational rationale for the use of nonspecific control signals in volitional control, or "acts of will", and of efference copies and opponent processing in both reactive and adaptive motor control tasks.

Learning to drive: from hazard detection to hazard handling

Hazard perception has been found to correlate with crash involvement, and has thus been suggested as the most likely source of any skill gap between novice and experienced drivers. The most commonly used method for measuring hazard perception is to evaluate the perception-reaction time to filmed traffic events. It can be argued that this method lacks ecological validity and may be of limited value in predicting the actions drivers’ will take to hazards encountered. The first two studies of this thesis compare novice and experienced drivers’ performance on a hazard detection test, requiring discrete button press responses, with their behaviour in a more dynamic driving environment, requiring hazard handling ability. Results indicate that the hazard handling test is more successful at identifying experience-related differences in response time to hazards. Hazard detection test scores were strongly related to performance on a driver theory test, implying that traditional hazard perception tests may be focusing more on declarative knowledge of driving than on the procedural knowledge required to successfully avoid hazards while driving. One in five Irish drivers crash within a year of passing their driving test. This suggests that the current driver training system does not fully prepare drivers for the dangers they will encounter. Thus, the third and fourth studies in this thesis focus on the development of two simulator-based training regimes. In the third study participants receive intensive training on the molar elements of driving i.e. speed and distance evaluation. The fourth study focuses on training higher order situation awareness skills, including perception, comprehension and projection. Results indicate significant improvement in aspects of speed, distance and situation awareness across training days. However, neither training programme leads to significant improvements in hazard handling performance, highlighting the difficulties of applying learning to situations not previously encountered.

SDSS J150722.30+523039.8: a cataclysmic variable formed directly from a detached white dwarf/brown dwarf binary?

We present high-speed, three-colour photometry of the eclipsing cataclysmic variable SDSS J150722.30+523039.8 (hereafter SDSS J1507). This system has an orbital period of 66.61 min, placing it below the observed `period minimum' for cataclysmic variables. We determine the system parameters via a parametrized model of the eclipse fitted to the observed lightcurve by ?2 minimization. We obtain a mass ratio of q = 0.0623 +/- 0.0007 and an orbital inclination . The primary mass is Mw = 0.90 +/- 0.01Msolar. The secondary mass and radius are found to be Mr = 0.056 +/- 0.001Msolar and Rr = 0.096 +/- 0.001Rsolar, respectively. We find a distance to the system of 160 +/- 10pc. The secondary star in SDSS J1507 has a mass substantially below the hydrogen burning limit, making it the second confirmed substellar donor in a cataclysmic variable. The very short orbital period of SDSS J1507 is readily explained if the secondary star is nuclearly evolved, or if SDSS J1507 formed directly from a detached white dwarf/brown dwarf binary. Given the lack of any visible contribution from the secondary star, the very low secondary mass and the low HeI ?6678/Ha emission-line ratio, we argue that SDSS J1507 probably formed directly from a detached white dwarf/brown dwarf binary. If confirmed, SDSS J1507 will be the first such system identified. The implications for binary star evolution, the brown dwarf desert and the common envelope phase are discussed.

ULTRACAM photometry of the eclipsing cataclysmic variable OU Vir

We present high-speed, three-colour photometry of the faint eclipsing cataclysmic variable OU Vir. For the first time in OU Vir, separate eclipses of the white dwarf and the bright spot have been observed. We use timings of these eclipses to derive a purely photometric model of the system, obtaining a mass ratio of q=0.175+/-0.025, an inclination of i=79.degrees2+/-0.degrees7 and a disc radius of R-d/a=0.2315+/-0.0150. We separate the white dwarf eclipse from the light curve and, by fitting a blackbody spectrum to its flux in each passband, obtain a white dwarf temperature of T=13900+/-600 K and a distance of D=51+/-17 pc. Assuming that the primary obeys the Nauenberg mass-radius relation for white dwarfs and allowing for temperature effects, we also find a primary mass M-w/M-circle dot=0.89+/-0.20, a primary radius R-w/R-circle dot=0.0097+/-0.0031 and an orbital separation a/R-circle dot=0.74+/-0.05.

An Experimental Assessment of the Effects of Stator Vane Tip Clearance and Back Swept Blading on an Automotive Variable Geometry Turbocharger

Off-design performance is of key importance now in the design of automotive turbocharger turbines. Due to automotive drive cycles, a turbine that can extract more energy at high pressure ratios and lower rotational speeds is desirable. Typically a radial turbine provides peak efficiency at U/C values of 0.7, but at high pressure ratios and low rotational speeds, the U/C value will be low and the rotor will experience high values of positive incidence at the inlet. The positive incidence causes high blade loading resulting in additional tip leakage flow in the rotor as well as flow separation on the suction surface of the blade. An experimental assessment has been performed on a scaled automotive VGS (variable geometry system). Three different stator vane positions have been analyzed: minimum, 25%, and maximum flow position. The first tests were to establish whether positioning the endwall clearance on the hub or shroud side of the stator vanes produced a different impact on turbine efficiency. Following this, a back swept rotor was tested to establish the potential gains to be achieved during off-design operation. A single passage CFD model of the test rig was developed and used to provide information on the flow features affecting performance in both the stator vanes and turbine. It was seen that off-design performance was improved by implementing clearance on the hub side of the stator vanes rather than on the shroud side. Through CFD analysis and tests, it was seen that two leakage vortices form, one at the leading edge and one after the spindle of the stator vane. The vortices affect the flow angle at the inlet to the rotor, in the hub region. The flow angle is shifted to more negative values of incidence, which is beneficial at the off-design conditions but detrimental at the design point. The back swept rotor was tested with the hub side stator vane clearance configuration. The efficiency and MFR were increased at the minimum and 25% stator vane position. At the design point, the efficiency and MFR were decreased. The CFD investigation showed that the incidence angle was improved at the off-design conditions for the back swept rotor. This reduction in the positive incidence angle, along with the improvement caused by the stator vane tip leakage flow, reduced flow separation on the suction surface of the rotor. At the design point, both the tip leakage flow of the stator vanes and the back swept blade angle caused flow separation on the pressure surface of the rotor. This resulted in additional blockage at the throat of the rotor reducing MFR and efficiency.

The use of a dynamic truck-trailer drive-by system to monitor bridge damping

Bridge structures are continuously subject to degradation due to the environment, ageing and excess loading. Periodic monitoring of bridges is therefore a key part of any maintenance strategy as it can give early warning if a bridge becomes unsafe. This article investigates an alternative method for the monitoring of bridge dynamic behaviour: a truck-trailer vehicle system, with accelerometers fitted to the axles of the trailer. The method aims to detect changes in the damping of a bridge, which may indicate the existence of damage. A simplified vehicle-bridge interaction model is used in theoretical simulations to assess the effectiveness of the method in detecting those changes. The influence of road profile roughness on the vehicle vibration is overcome by recording accelerations from both axles of a trailer and then analysing the spectra of the difference in the accelerations between the two axles. The effectiveness of the approach in detecting damage simulated as a loss in stiffness is also investigated. In addition, the sensitivity of the approach to the vehicle speed, road roughness class, bridge span length, changes in the equal axle properties and noise is investigated.

Experimental investigation of a wavelet based drive-by bridge inspection system incorporating pattern recognition

This paper presents the results of an experimental investigation, carried out in order to verify the feasibility of a ‘drive-by’ approach which uses a vehicle instrumented with accelerometers to detect and locate damage in a bridge. In theoretical simulations, a simplified vehicle-bridge interaction model is used to investigate the effectiveness of the approach in detecting damage in a bridge from vehicle accelerations. For this purpose, the accelerations are processed using a continuous wavelet transform and damage indicators are evaluated and compared. Alternative statistical pattern recognition techniques are incorporated to allow for repeated vehicle passes. Parameters such as vehicle speed, damage level, location and road roughness are varied in simulations to investigate the effect. A scaled laboratory experiment is carried out to assess the effectiveness of the approach in a more realistic environment, considering a number of bridge damage scenarios.

Investigations Into the Performance of a Turbogenerated Biogas Engine During Speed Transients

Turbogenerating is a form of turbocompounding whereby a Turbogenerator is placed in the exhaust stream of an internal combustion engine. The Turbogenerator converts a portion of the expelled energy in the exhaust gas into electricity which can then be used to supplement the crankshaft power. Previous investigations have shown how the addition of a Turbogenerator can increase the system efficiency by up to 9%. However, these investigations pertain to the engine system operating at one fixed engine speed. The purpose of this paper is to investigate how the system and in particular the Turbogenerator operate during engine speed transients. On turbocharged engines, turbocharger lag is an issue. With the addition of a Turbogenerator, these issues can be somewhat alleviated. This is done by altering the speed at which the Turbogenerator operates during the engine’s speed transient. During the transients, the Turbogenerator can be thought to act in a similar manner to a variable geometry turbine where its speed can cause a change in the turbocharger turbine’s pressure ratio. This paper shows that by adding a Turbogenerator to a turbocharged engine the transient performance can be enhanced. This enhancement is shown by comparing the turbogenerated engine to a similar turbocharged engine. When comparing the two engines, it can be seen that the addition of a Turbogenerator can reduce the time taken to reach full power by up to 7% whilst at the same time, improve overall efficiency by 7.1% during the engine speed transient.