An experimental and computational study of the formation of a streamwise shed vortex in a turbine stage

Shear layers shed by aircraft wings roll up into vortices. A similar, though far less common, phenomenon can occur in the wake of a turbomachine blade. This paper presents experimental data from a new single stage turbine that has been commissioned at the Whittle Laboratory. Two low aspect ratio stators have been tested with the same rotor row. Surface flow visualisation illustrates the extremely strong secondary flows present in both NGV designs. These secondary flows lead to conventional passage vortices but also to an intense vortex sheet which is shed from the trailing edge of the blades. Pneumatic probe traverse show how this sheet rolls up into a concentrated vortex in the second stator design, but not in the first. A simple numerical experiment is used to model the shear layer instability and the effects of trailing edge shape and exit yaw angle distribution are investigated. It is found that the latter has a strong influence on shear layer rollup: inhibiting the formation of a vortex downstream of NGV 1 but encouraging it behind NGV 2.

Vortex Transport and Blade Interactions in High Pressure Turbines

This paper presents a study of the three-dimensional flow field within the blade rows of a high-pressure axial flow steam turbine stage. Half-delta wings were fixed to a rotating hub to simulate an upstream rotor passage vortex. The flow field is investigated in a Low-Speed Research Turbine using pneumatic and hot-wire probes downstream of the blade row. The paper examines the impact of the delta wing vortex transport on the performance of the downstream blade row. Steady and unsteady numerical simulations were performed using structured 3D Navier-Stokes solver to further understand the flow field. The loss measurements at the exit of the stator blade showed an increase in stagnation pressure loss due to the delta wing vortex transport. The increase in loss was 21% of the datum stator loss, demonstrating the importance of this vortex interaction. The transport of the stator viscous flow through the rotor blade row is also described. The rotor exit flow was affected by the interaction between the enhanced stator passage vortex and the rotor blade row. Flow underturning near the hub and overturning towards the mid-span was observed, contrary to the classical model of overturning near the hub and underturning towards the mid-span. The unsteady numerical simulation results were further analysed to identify the entropy producing regions in the unsteady flow field.

Evaluation of wave drag reduction by flow control

An analytical expression is proposed to estimate the wave drag of an aerofoil equipped with shock control. The analysis extends the conventional approach for a single normal shock wave, based on the knowledge that all types of successful shock control on transonic aerofoils cause bifurcated λ-shock structures. The influence of surface curvature on the λ-shock structure has been taken into account. The extended method has been found to produce fairly good agreement with the results obtained by CFD methods while requiring negligible computational effort. This new formulation is expected to be beneficial in the industrial design process of transonic aerofoils and wings where a large number of computational simulations have to be performed.

Three-dimensional SBLI control for transonic airfoils

The application of shock control to transonic airfoils and wings has been demonstrated widely to have the potential to reduce wave drag. Most of the suggested control devices are two-dimensional, that is they are of uniform geometry in spanwise direction. Examples of such techniques include contour bumps and passive control. Recently it has been observed that a spanwise array of discrete three-dimensional controls can have similar benefits but also offer advantages in terms of installation complexity and drag. This paper describes research carried out in Cambridge into various three-dimensional devices, such as slots, grooves and bumps. In all cases the control device is applied to the interaction of a normal shock wave (M=1.3) with a turbulent boundary layer. Theoretical considerations are proposed to determine how such fundamental experiments can provide estimates of control performance on a transonic wing. The potential of each class of three-dimensional device for wave drag reduction on airfoils is discussed and surface bumps in particular are identified as offering potential drag savings for typical transonic wing applications under cruise conditions.

The low Reynolds number aerodynamics of leading edge flaps

Within the low Reynolds number regime at which birds and small air vehicles operate (Re=15,000-500,000), flow is beset with laminar separation bubbles and bubble burst which can lead to loss of lift and early onset of stall. Recent video footage of an eagle's wings in flight reveals an inconspicuous wing feature: the sudden deployment of a row of feathers from the lower surface of the wing to create a leading edge flap. An understanding of the aerodynamic function of this flap has been developed through a series of low speed wind tunnel tests performed on an Eppler E423 aerofoil. Experiments took place at Reynolds numbers ranging from 40000 to 140000 and angles of attack up to 30°. In the lower range of tested Reynolds numbers, application of the flap was found to substantially enhance aerofoil performance by augmenting the lift and limiting the drag at certain incidences. The leading edge flap was determined to act as a transition device at low Reynolds numbers, preventing the formation of separation bubbles and consequently decreasing the speed at which stall occurs during landing and manoeuvring.

A comparison between the catching efficiency of two milkfish fry collecting gears and their respective modifications

An experiment was conducted along the shore of Culasi, Antique in Panay to compare the milkfry (Chanos chanos) catching efficiency of the ordinary fry seine against its innovation and the ordinary sweeper against its 2 modifications. Results show that it is possible to replace the wings of the presently used sweeper and the ends of the fry seine with a coarse-meshed netting. This improvement decreases the water resistance of the gears and thus enables fry gatherers to use larger ones thereby giving more catch.

Shock control bump robustness enhancement

Robustness enhancement for Shock Control Bumps (SCBs) on transonic wings is an ongoing topic because most designs provide drag savings only in a relatively small band of the airfoil polar. In this paper, different bump shapes are examined with CFD methods which are validated first by comparison with wind tunnel results. An evaluation method is introduced allowing the robustness assessment of a certain design with little computational effort. Shape optimizations are performed to trim SCB designs to maximum performance on the one hand and maximum robustness on the other hand. The results are analysed and different and parameters influencing the robustness are suggested. Copyright © 2012 by Klemens Nuebler.

Toward designing with three-dimensional bumps for lift/drag improvement and buffet alleviation

The desire to design more efficient transport aircraft has led to many different attempts to minimize drag. One approach is the use of three-dimensional shock control bumps, which have gained popularity in the research community as simple, efficient and robust devices capable of reducing the wave drag of transonic wings. This paper presents a computational study of the performance of three-dimensional bumps, relating key bump design variables to the overall wing aerodynamic performance. An efficient parameterization scheme allows three-dimensional bumps to be directly compared to two-dimensional designs, indicating that two-dimensional bumps are capable of greater design point aerodynamic performance in the transonic regime. An advantage of three-dimensional bumps lies in the production of streamwise vortices, such that, while two-dimensional bumps are capable of superior performance near the design point, three-dimensional bumps are capable of breakingup regions of separated flow at high Mach numbers, suggesting improvement in terms of buffet margin. A range of bump designs are developed that exhibit a tradeoff between design point aerodynamic efficiency and improvementinbuffet margin, indicating the potential for bespoke designs to be generated for different sections of a wing based on its flow characteristics. Copyright © 2012 by Jeremy Eastwood and Jerome Jarrett.

Lift and the leading-edge vortex

Flapping wings often feature a leading-edge vortex (LEV) that is thought to enhance the lift generated by the wing. Here the lift on a wing featuring a leading-edge vortex is considered by performing experiments on a translating flat-plate aerofoil that is accelerated from rest in a water towing tank at a fixed angle of attack of 15°. The unsteady flow is investigated with dye flow visualization, particle image velocimetry (PIV) and force measurements. Leading-and trailing-edge vortex circulation and position are calculated directly from the velocity vectors obtained using PIV. In order to determine the most appropriate value of bound circulation, a two-dimensional potential flow model is employed and flow fields are calculated for a range of values of bound circulation. In this way, the value of bound circulation is selected to give the best fit between the experimental velocity field and the potential flow field. Early in the trajectory, the value of bound circulation calculated using this potential flow method is in accordance with Kelvin's circulation theorem, but differs from the values predicted by Wagner's growth of bound circulation and the Kutta condition. Later the Kutta condition is established but the bound circulation remains small; most of the circulation is contained instead in the LEVs. The growth of wake circulation can be approximated by Wagner's circulation curve. Superimposing the non-circulatory lift, approximated from the potential flow model, and Wagner's lift curve gives a first-order approximation of the measured lift. Lift is generated by inertial effects and the slow buildup of circulation, which is contained in shed vortices rather than bound circulation. © 2013 Cambridge University Press.

An N-shape thermal front in the western South Yellow Sea in winter

An N-shape thermal front in the western South Yellow Sea (YS) in winter was detected using Advanced Very High Resolution Radiation (AVHRR) Sea Surface Temperature data and in-situ observations with a merged front-detecting method. The front, which exists from late October through early March, consists of western and eastern wings extending roughly along the northeast-southwest isobaths with a southeastward middle segment across the 20-50 m isobaths. There are north and south inflexions connecting the middle segment with the western and eastern wings, respectively. The middle segment gradually moves southwestward from November through February with its length increasing from 62 km to 107 km and the southern inflexion moving from 36.2A degrees N to 35.3A degrees N. A cold tongue is found to coexist with the N-shape front, and is carried by the coastal jet penetrating southward from the tip of the Shandong Peninsula into the western South YS as revealed by a numerical simulation. After departing from the coast, the jet flows as an anti-cyclonic recirculation below 10 m depth, trapping warmer water originally carried by the compensating Yellow Sea Warm Current (YSWC). A northwestward flowing branch of the YSWC is also found on the lowest level south of the front. The N-shape front initially forms between the cold tongue and warm water involved in the subsurface anti-cyclonical recirculation and extends upwards to the surface through vertical advection and mixing. Correlation analyses reveal that northerly and easterly winds tend to be favorable to the formation and extension of the N-shape front probably through strengthening of the coastal jet and shifting the YSWC pathway eastward, respectively.

A new species and a key to known species of the genus Atractomorpha (Orthoptera, Acridoidea, Pyrgomorphidae) from China

A new species, Atractomorpha taiwanensis sp. n. from Taiwan, China, is described in this paper. The new species is similar to A. micropenna Zheng, 1992, but it differs from the latter by the following: lateral lobe of pronotum without membranous area near posterior margin; the tegmina strongly shortened, not reaching ( in male) the midpoint of hind femur; and wings very small, not reaching the midpoint of tegmina. A key to all known species of the genus Atractomorpha from China is given. The type specimens are deposited in the Museum of Hebei University, China.

基于模型差分析的旋翼飞行机器人航向与垂向预测控制方法

本文针对旋翼飞行机器人全包线机动飞行中的驱动器滞后以及动力学模型时变的问题,提出了应对不确定性动力学模型的基于模型差分析的增量平稳预测控制方法。该方法首先通过建立增量平稳预测过程模型来应对驱动器输出滞后与稳态模型以及系统工作点的不确定性,并提升控制系统鲁棒性。然后通过自适应集员滤波器在线估计系统瞬态动力学与名义模型的偏差来补偿全包线飞行中时变模型对于名义控制器跟踪性能的影响。最后,通过实际的飞行试验验证了此方法能够有效的解决全包线飞行中航向与垂向的驱动器滞后与动力学时变问题,并且可以实用于旋翼机器人航向与垂向的全包线自主飞行控制。

Cytokinesis proteins Tum and Pav have a nuclear role in Wnt regulation.

Wg/Wnt signals specify cell fates in both invertebrate and vertebrate embryos and maintain stem-cell populations in many adult tissues. Deregulation of the Wnt pathway can transform cells to a proliferative fate, leading to cancer. We have discovered that two Drosophila proteins that are crucial for cytokinesis have a second, largely independent, role in restricting activity of the Wnt pathway. The fly homolog of RacGAP1, Tumbleweed (Tum)/RacGAP50C, and its binding partner, the kinesin-like protein Pavarotti (Pav), negatively regulate Wnt activity in fly embryos and in cultured mammalian cells. Unlike many known regulators of the Wnt pathway, these molecules do not affect stabilization of Arm/beta-catenin (betacat), the principal effector molecule in Wnt signal transduction. Rather, they appear to act downstream of betacat stabilization to control target-gene transcription. Both Tum and Pav accumulate in the nuclei of interphase cells, a location that is spatially distinct from their cleavage-furrow localization during cytokinesis. We show that this nuclear localization is essential for their role in Wnt regulation. Thus, we have identified two modulators of the Wnt pathway that have shared functions in cell division, which hints at a possible link between cytokinesis and Wnt activity during tumorigenesis.

A switch in the control of growth of the wing imaginal disks of Manduca sexta.

BACKGROUND: Insulin and ecdysone are the key extrinsic regulators of growth for the wing imaginal disks of insects. In vitro tissue culture studies have shown that these two growth regulators act synergistically: either factor alone stimulates only limited growth, but together they stimulate disks to grow at a rate identical to that observed in situ. It is generally thought that insulin signaling links growth to nutrition, and that starvation stops growth because it inhibits insulin secretion. At the end of larval life feeding stops but the disks continue to grow, so at that time disk growth has become uncoupled from nutrition. We sought to determine at exactly what point in development this uncoupling occurs. METHODOLOGY: Growth and cell proliferation in the wing imaginal disks and hemolymph carbohydrate concentrations were measured at various stages in the last larval instar under experimental conditions of starvation, ligation, rescue, and hormone treatment. PRINCIPAL FINDINGS: Here we show that in the last larval instar of M. sexta, the uncoupling of nutrition and growth occurs as the larva passes the critical weight. Before this time, starvation causes a decline in hemolymph glucose and trehalose and a cessation of wing imaginal disks growth, which can be rescued by injections of trehalose. After the critical weight the trehalose response to starvation disappears, and the expression of insulin becomes decoupled from nutrition. After the critical weight the wing disks loose their sensitivity to repression by juvenile hormone, and factors from the abdomen, but not the brain, are required to drive continued growth. CONCLUSIONS: During the last larval instar imaginal disk growth becomes decoupled from somatic growth at the time that the endocrine events of metamorphosis are initiated. These regulatory changes ensure that disk growth continues uninterrupted when the nutritive and endocrine signals undergo the drastic changes associated with metamorphosis.

Neutron quasi-elastic scattering in disordered solids: a Monte Carlo study of metal-hydrogen systems

The dynamic structure factor of neutron quasi-elastic scattering has been calculated by Monte Carlo methods for atoms diffusing on a disordered lattice. The disorder includes not only variation in the distances between neighbouring atomic sites but also variation in the hopping rate associated with each site. The presence of the disorder, particularly the hopping rate disorder, causes changes in the time-dependent intermediate scattering function which translate into a significant increase in the intensity in the wings of the quasi-elastic spectrum as compared with the Lorentzian form. The effect is particularly marked at high values of the momentum transfer and at site occupancies of the order of unity. The MC calculations demonstrate how the degree of disorder may be derived from experimental measurements of the quasi-elastic scattering. The model structure factors are compared with the experimental quasi-elastic spectrum of an amorphous metal-hydrogen alloy.