Bibliografía ictiológica del Delta del Paraná.

El Delta del Paraná es una región inconmensurable, mágica, llena de misterios y leyendas cuyos primeros registros históricos comienzan a partir del Siglo XVI (Athor, 2014). Liborio Justo en la introducción de “El Carapachay dice…”durante siglos, el Delta fue para la capital del país, a pesar de su vecindad, una tierra incógnita en la que jamás puso su atención, ni se preocupó en conocer ni ocupar, no obstante los beneficios que de ella recibía” agregando, ”…la primacía en la descripción del Delta del Paraná, desde el punto de vista literario, corresponde a Marcos Sastre quien, según Sarmiento fue el primer hombre culto que aplicó el raciocinio a la realidad y vio en las islas terrenos adaptables a la industria”. Este autor también comenta que, Santiago J. Albarracín (pariente de Sarmiento) dice “Apareció el Sr. Sarmiento y fue el primero de los publicistas que emprendió la propaganda de hacer poblar las islas”. Por sus características lo podríamos considerar como un “laboratorio a gran escala”, ya que en su “interior” suceden fenómenos físicos y biológicos que lo hacen único, en un área relevante de la Región Neotropical. No obstante, salvo casos puntuales, recién a partir de 1990 se han incrementado y tienen la continuidad necesaria diferentes líneas de investigación, principalmente, desde el Grupo de Investigaciones sobre Ecología de Humedales. Este fue dirigido en un principio por la ya fallecida Ana I. Malvárez y hoy se encuentra dentro del Instituto de Investigación e Ingeniería Ambiental (3iA) de la UNSAM liderado por Rubén Quintana. En este número, prosiguiendo con la política de difusión que hemos venido realizando hace más de treinta años desde el Instituto de Limnología “R. A. Ringuelet” (ILPLA) y la División Zoología Vertebrados del Museo de La Plata, aportamos una bibliografía ictiológica sobre esta particular área de nuestro territorio. Como dato histórico y curioso, podemos mencionar que el primer aporte formal en el Delta, sobre este grupo de vertebrados, surge desde la Universidad Nacional de La Plata, a través de un trabajo publicado en 1913 por el arqueólogo y etnógrafo Luis M. Torres del Museo de La Plata. Sin embargo, a pesar de nuestra experiencia en búsqueda de información, quizá pueda haber quedado algún incunable o trabajo moderno en un “agujero negro”. Si se diera esta situación, pedimos las disculpas del caso.

An evaluation of volumetric interest points

This paper presents the first performance evaluation of interest points on scalar volumetric data. Such data encodes 3D shape, a fundamental property of objects. The use of another such property, texture (i.e. 2D surface colouration), or appearance, for object detection, recognition and registration has been well studied; 3D shape less so. However, the increasing prevalence of depth sensors and the diminishing returns to be had from appearance alone have seen a surge in shape-based methods. In this work we investigate the performance of several detectors of interest points in volumetric data, in terms of repeatability, number and nature of interest points. Such methods form the first step in many shape-based applications. Our detailed comparison, with both quantitative and qualitative measures on synthetic and real 3D data, both point-based and volumetric, aids readers in selecting a method suitable for their application. © 2011 IEEE.

Improving co-development through process alignment

There has been a recent surge of enthusiasm icithin tlie automotive industry to build closer supplier relationships idthin the area of product development. One concept deemed central to these relationships is the alignment of development processes between the collaborating organizations, an area that is expanded upon idthin this paper. We suggest that synchronization can be achieved through the four key steps of process standardization, knowledge sliaring, alignment of existing practices, and continuous elimination oftcaste idthin the joint development cycles. A methodology for implementing these stages is presented along idth the underlying prindples on which it is based - the importance of joint teamworking and multi-company involvement idthin the alignment process is higlilighted. © MCB University Press.

Unstable behavior of low and high speed compressors

By far the greater part of our understanding about stall and surge in axial compressors comes from work on low-speed laboratory machines. As a general rule, these machines do not model the compressibility effects present in high-speed compressors and therefore doubt has always existed about the application of low-speed results to high-speed machines. In recent years interest in active control has led to a number of studies of compressor stability in engine type compressors. This paper presents new data from an eight-stage fixed geometry engine compressor and compares this with low-speed laboratory data.

Stall warning by blade pressure signature analysis

At low mass flow rates axial compressors suffer from flow instabilities leading to stall and surge. The inception process of these instabilities has been widely researched in the past - primarily with the aim of predicting or averting stall onset. In recent times, attention has shifted to conditions well before stall and has focussed on the level of irregularity in the blade passing signature in the rotor tip region. In general, this irregularity increases in intensity as the flow rate through the compressor is reduced. Attempts have been made to develop stall warning/avoidance procedures based on the level of the flow irregularity, but little effort has been made to characterise the irregularity, or to understand its underlying causes. Work on this project has revealed for the first time that the increase in irregularity in the blade passing signature is highly dependent on both tip-clearance and eccentricity. In a compressor with small, uniform, tip-clearance, the increase in blade passing irregularity which accompanies a reduction in flow rate will be modest. If the tip-clearance is enlarged, however, there will be a sharp rise in irregularity at all circumferential locations. In a compressor with eccentric tip-clearance, the increase in irregularity will only occur in the part of the annulus where the tip-clearance is largest, regardless of the average clearance level. In this paper, some attention is also given to the question of whether this irregularity observed in the pre-stall flow field is due to random turbulence, or to some form of coherent flow structure. Detailed flow measurements reveal that the latter is the case. From these findings, it is clear that a stall warning system based on blade passing signature irregularity will not be viable in an aero-engine where tip-clearance size and eccentricity change during each flight cycle and over the life of the compressor. Copyright © 2011 by ASME.

Stall Warning by Blade Pressure Signature Analysis

At low mass flow rates, axial compressors suffer from flow instabilities leading to stall and surge. The inception process of these instabilities has been widely researched in the past---primarily with the aim of predicting or averting stall onset. In recent times, attention has shifted to conditions well before stall and has focused on the level of irregularity in the blade passing signature in the rotor tip region. In general, the irregularity increases in intensity as the flow rate through the compressor is reduced. Attempts have been made to develop stall warning/avoidance procedures based on the level of flow irregularity, but little effort has been made to characterize the irregularity itself, or to understand its underlying cause. Work on this project has revealed for the first time that the increase in irregularity in the blade passing signature is highly dependent on both tip-clearance size and eccentricity. In a compressor with small, uniform, tip-clearance, the increase in blade passing irregularity that accompanies a reduction in flow rate will be modest. If the tip-clearance is enlarged, however, there will be a sharp rise in irregularity at all circumferential locations. In a compressor with eccentric tip-clearance, the increase in irregularity will only occur in the part of the annulus where the tip-clearance is largest, regardless of the average clearance level. In this paper, some attention is also given to the question of whether the irregularity observed in the prestall flow field is due to random turbulence or to some form of coherent flow structure. Detailed flow measurements reveal that the latter is the case. From these findings, it is clear that a stall warning system based on blade passing signature irregularity would be difficult to implement in an aero-engine where tip-clearance size and eccentricity change during each flight cycle and over the life of the compressor. © 2013 American Society of Mechanical Engineers.

A Novel System for Reducing Turbo-Lag by Injection of Compressed Gas into the Exhaust Manifold

A key challenge in achieving good transient performance of highly boosted engines is the difficulty of accelerating the turbocharger from low air flow conditions (“turbo lag”). Multi-stage turbocharging, electric turbocharger assistance, electric compressors and hybrid powertrains are helpful in the mitigation of this deficit, but these technologies add significant cost and integration effort. Air-assist systems have the potential to be more cost-effective. Injecting compressed air into the intake manifold has received considerable attention, but the performance improvement offered by this concept is severely constrained by the compressor surge limit. The literature describes many schemes for generating the compressed gas, often involving significant mechanical complexity and/or cost. In this paper we demonstrate a novel exhaust assist system in which a reservoir is charged during braking. Experiments have been conducted using a 2.0 litre light-duty Diesel engine equipped with exhaust gas recirculation (EGR) and variable geometry turbine (VGT) coupled to an AC transient dynamometer, which was controlled to mimic engine load during in-gear braking and acceleration. The experimental results confirm that the proposed system reduces the time to torque during the 3rd gear tip-in by around 60%. Such a significant improvement was possible due to the increased acceleration of turbocharger immediately after the tip-in. Injecting the compressed gas into the exhaust manifold circumvents the problem of compressor surge and is the key enabler of the superior performance of the proposed concept.

A performance evaluation of volumetric 3D interest point detectors

This paper presents the first performance evaluation of interest points on scalar volumetric data. Such data encodes 3D shape, a fundamental property of objects. The use of another such property, texture (i.e. 2D surface colouration), or appearance, for object detection, recognition and registration has been well studied; 3D shape less so. However, the increasing prevalence of 3D shape acquisition techniques and the diminishing returns to be had from appearance alone have seen a surge in 3D shape-based methods. In this work, we investigate the performance of several state of the art interest points detectors in volumetric data, in terms of repeatability, number and nature of interest points. Such methods form the first step in many shape-based applications. Our detailed comparison, with both quantitative and qualitative measures on synthetic and real 3D data, both point-based and volumetric, aids readers in selecting a method suitable for their application. © 2012 Springer Science+Business Media, LLC.

Shape signifiers for control of a low-order compressor model

Rotating stall and surge, two instability mechanisms limiting the performance of aeroengines compressors, are studied on the third-order Moore-Greitzer model. The skewness of the compressor characteristic, a single parameter shape signifier, is shown to determine the key qualitative properties of feedback control.

A novel system for reducing turbo-lag by injection of compressed gas into the exhaust manifold

A key challenge in achieving good transient performance of highly boosted engines is the difficulty of accelerating the turbocharger from low air flow conditions (turbo lag). Multi-stage turbocharging, electric turbocharger assistance, electric compressors and hybrid powertrains are helpful in the mitigation of this deficit, but these technologies add significant cost and integration effort. Air-assist systems have the potential to be more cost-effective. Injecting compressed air into the intake manifold has received considerable attention, but the performance improvement offered by this concept is severely constrained by the compressor surge limit. The literature describes many schemes for generating the compressed gas, often involving significant mechanical complexity and/or cost. In this paper we demonstrate a novel exhaust assist system in which a reservoir is charged during braking. Experiments have been conducted using a 2.0 litre light-duty Diesel engine equipped with exhaust gas recirculation (EGR) and variable geometry turbine (VGT) coupled to an AC transient dynamometer, which was controlled to mimic engine load during in-gear braking and acceleration. The experimental results confirm that the proposed system reduces the time to torque during the 3rd gear tip-in by around 60%. Such a significant improvement was possible due to the increased acceleration of turbocharger immediately after the tip-in. Injecting the compressed gas into the exhaust manifold circumvents the problem of compressor surge and is the key enabler of the superior performance of the proposed concept. Copyright © 2013 SAE International.

Assessing boost-assist options for turbocharged engines using 1-D engine simulation and model predictive control

Delivering acceptable low end torque and good transient response is a significant challenge for all turbocharged engines. As downsized gasoline engines and Diesel engines make up a larger and larger proportion of the light-duty engines entering the market, the issue takes on greater significance. Several schemes have been proposed to improve torque response in highly boosted engines, including the use of electrical assist turbochargers and compressed air assist. In this paper we examine these methods with respect to their effectiveness in improving transient response and their relative performance along with some of the practical considerations for real world application. Results shown in this paper are from 1-D simulations using the Ricardo WAVE software package. The simulation model is based on a production light-duty Diesel engine modified to allow the introduction of compressed air at various points in the air-path as well as direct torque application to the turbocharger shaft (such as might be available from an electrical assist turbocharger). Whilst the 1-D simulation software provides a suitable environment for investigating the various boost assistance options, the overall air path performance also depends upon the control system. The introduction of boost assistance complicates the control in two significant ways: the system may run into constraints (such as compressor surge) that are not encountered in normal operation and the assistance introduces an additional control input. Production engine controllers are usually based on gain-scheduled PID control and extensive calibration. For this study, the non-linear nature of the engine together with the multiple configurations considered and the slower than real-time execution of 1-D models makes such an approach time consuming. Moreover, an ad-hoc approach would leave some doubt as to the fairness of comparisons between the different boost-assist options. Model Predictive Control has been shown to offer a convenient approach to controlling the 1-D simulations in a close to optimal manner for a typical Diesel VGT-EGR air path configuration. We show that the same technique can be applied to all the considered assistance methods with only modest calibration effort required. Copyright © 2012 SAE International.

Experimental studies of an accelerating, pitching, flat plate at low Reynolds number

The understanding of low Reynolds number aerodynamics is becoming increasingly prevalent with the recent surge in interest in advanced Micro-Air Vehicle (MAV) technology. Research in this area has been primarily stimulated by a military need for smaller, more versatile, autonomous, surveillance aircraft. The mechanism for providing the high lift coefficient required forMAV applications is thought to be largely influenced by the formation of a Leading Edge Vortex (LEV). This paper analyses experimentally, the influence of the LEV effect for a flat plate wing (AR = 4) under fast and slow pitch-up motions at Re =10,000 using a combination of dye flow visualisation and PIV measurements. It is found that a fast pitch over 1c shows a flow topology dominant LEV, while for a slow pitch case over 6c, the flow is largely separated. The development of the suction surface flow and the LEV was strongly correlated with the kinematics of the leading edge, suggesting that the effective local angle of incidence at the Leading Edge (LE) is of considerable significance in unsteady pitching motions. © 2013 by P.R.R.J Stevens.

Aging in EPDM used for outdoor insulation

The effect of accelerated weather aging an ethylene-propylene-diene monomer(EPDM) rubber used for outdoor insulation was studied by surface roughness measurement and X-ray photoelectron spectroscopy(xps). The surface roughness of EPDM rubber changed with aging time. The surface oxygen and aluminum content were found to increase and that of carbon, silicon and nitrogen to decrease with time. The detailed XPS analysis indicated that the concentration of carbon in C-C decreased and that of highly oxidized carbons in C-O, C=O and O=C-O increased with time, which was due to the oxidation of EPDM rubber polymer. The appearance of O=C-O on the surface of EPDM rubber was a signal that EPDM rubber became aged. The aging speed decreased with time. The aging mechanism is discussed also.

Observational evidence of the Yellow Sea warm current

The Yellow Sea Warm Current (YSWC) is one of the principal currents in the Yellow Sea in winter. Former examinations on current activity in the Yellow Sea have not observed a stable YSWC because of the positioning of current meters. To further understand the YSWC, a research cruise in the southern Yellow Sea was carried out in the winter of 2006/2007. Five moorings with bottom-mounted acoustic Doppler current profilers (ADCP) were deployed on the western side of the central trough of the Yellow Sea. The existence and distributional features of the YSWC were studied by analyzing three ADCP moorings in the path of the YSWC in conjunction with conductivity-temperature-depth (CTD) data over the observed area in the southern Yellow Sea. The results show the following. (1) The upper layer of the YSWC is strongly influenced by winter cold surge; its direction and speed often vary along a south-north axis when strong cold surges arrive from the north. (2) The YSWC near the bottom layer is a stable northwest flowing current with a speed of 4 to 10 cm/s. By combining the analyses of the CTD data, we speculate that the core of the YSWC may lie near the bottom. (3) On a monthly average timescale, the YSWC is stably oriented with northward flow from the sea surface to the sea floor.

一种水面救助机器人

本文介绍一种能在恶劣海况下 ,向遇险船舶送递导引缆绳和向落水人员快速送递救生圈的水面救助机器人 .该机器人具有抗涌浪能力强、体积小、重量轻、速度快以及机动灵活的特点 ,还可广泛应用于其他领域