scholarly journals Semi-empirical formulas of drag/lift coefficients for high speed rigid body manoeuvring in water column

Author(s):  
P. C. Chu ◽  
C. Fan ◽  
P. R. Gefken
2009 ◽  
Vol 77 (1) ◽  
Author(s):  
Peter C. Chu ◽  
Chenwu Fan ◽  
Paul R. Gefken

Prediction of a rigid body falling through water column with a high speed (such as Mk-84 bomb) needs formulas for drag/lift and torque coefficients, which depend on various physical processes such as free surface penetration and bubbles. A semi-empirical method is developed in this study to determine the drag/lift and torque coefficients for a fast-moving rigid body in a water column. The theoretical part is to derive the relationships (called diagnostic relationships) between (drag, lift, and torque) coefficients and (position and orientation) of the rigid body from the three momentum equations and the three moment of momentum equations. The empirical part is to collect data of trajectory and orientation of a fast-moving rigid body using multiple high-speed video cameras (10,000 Hz). Substitution of the digital photographic data into the theoretical relationships leads to semi-empirical formulas of drag/lift and torque coefficients, which are functions of the Reynolds number, attack angle, and rotation rate. This method was verified by 1/12th Mk-84 bomb strike experiment with various tail configurations (tail section with four fins, two fins, and no fin and no-tail section) conducted at the SRI test site. The cost of this method is much lower than the traditional method using the wind tunnel. Various trajectory patterns are found for different tail configurations.


2021 ◽  
pp. 136943322110032
Author(s):  
Lin Ma ◽  
Wei Zhang ◽  
Steve C.S. Cai ◽  
Shaofan Li

In this paper, the dynamic amplification factors (DAFs) of high-speed railway continuous girder bridges are studied. The vehicle-bridge interactions (VBIs) of 13 concrete continuous girder bridges with spans ranging from 48 to 130 m are analyzed, the influences of the train speed, the train marshalling and the bridge fundamental frequency on the DAF are investigated, and the DAF design standard for high-speed railway bridges is discussed. The results indicate that for the continuous beam bridge whose fundamental frequency is less than 3.0 Hz, the maximum DAF is no more than 1.15; while for the bridge examples with a fundamental frequency larger than 3.0 Hz, the maximum DAF reaches 1.25 because the resonance occurs at high train speed. The empirical formulas of the DAFs in the Japan Railway Technical Research Institute (JRTRI) code could provide a conservative estimation of the DAFs of high-speed railway continuous bridges.


Author(s):  
Zhenjia (Jerry) Huang ◽  
Qiuchen Guo

In wave basin model test of an offshore structure, waves that represent the given sea states have to be generated, qualified and accepted for the model test. For seakeeping and stationkeeping model tests, we normally accept waves in wave calibration tests if the significant wave height, spectral peak period and spectrum match the specified target values. However, for model tests where the responses depend highly on the local wave motions (wave elevation and kinematics) such as wave impact, green water impact on deck and air gap tests, additional qualification checks may be required. For instance, we may need to check wave crest probability distributions to avoid unrealistic wave crest in the test. To date, acceptance criteria of wave crest distribution calibration tests of large and steep waves of three-hour duration (full scale) have not been established. The purpose of the work presented in the paper is to provide a semi-empirical nonlinear wave crest distribution of three-hour duration for practical use, i.e. as an acceptance criterion for wave calibration tests. The semi-empirical formulas proposed in this paper were developed through regression analysis of a large number of fully nonlinear wave crest distributions. Wave time series from potential flow simulations, computational fluid dynamics (CFD) simulations and model test results were used to establish the probability distribution. The wave simulations were performed for three-hour duration assuming that they were long-crested. The sea states are assumed to be represented by JONSWAP spectrum, where a wide range of significant wave height, peak period, spectral peak parameter, and water depth were considered. Coefficients of the proposed semi-empirical formulas, comparisons among crest distributions from wave calibration tests, numerical simulations and the semi-empirical formulas are presented in this paper.


Author(s):  
Majeed Mohamed ◽  
Madhavan Gopakumar

The evolution of large transport aircraft is characterized by longer fuselages and larger wingspans, while efforts to decrease the structural weight reduce the structural stiffness. Both effects lead to more flexible aircraft structures with significant aeroelastic coupling between flight mechanics and structural dynamics, especially at high speed, high altitude cruise. The lesser frequency separation between rigid body and flexible modes of flexible aircraft results in a stronger interaction between the flight control system and its structural modes, with higher flexibility effects on aircraft dynamics. Therefore, the design of a flight control law based on the assumption that the aircraft dynamics are rigid is no longer valid for the flexible aircraft. This paper focuses on the design of a flight control system for flexible aircraft described in terms of a rigid body mode and four flexible body modes and whose parameters are assumed to be varying. In this paper, a conditional integral based sliding mode control (SMC) is used for robust tracking control of the pitch angle of the flexible aircraft. The performance of the proposed nonlinear flight control system has been shown through the numerical simulations of the flexible aircraft. Good transient and steady-state performance of a control system are also ensured without suffering from the drawback of control chattering in SMC.


1999 ◽  
Vol 5 (S2) ◽  
pp. 584-585
Author(s):  
X. Llovet ◽  
C. Merlet ◽  
J.M. Fernández-Varea ◽  
F. Salvat

Knowledge of inner-shell ionization cross sections by electron impact is needed for quantitative procedures in electron probe microanalysis (EPMA) and Auger electron spectroscopy (AES) The common practice is to use semi-empirical formulas, based on the asymptotic limit of the Bethe theory, which sometimes are used beyond their domain of validity. Experimental measurements of ionization cross sections are scarce and affected by considerable uncertainties, thus a mere comparison with experimental data does not permit to draw a definite conclusion abou the accuracy of the various formulas. In this communication, we present new measurements o the relative variation of K- and L-shell ionization cross sections deduced from the counting rate of characteristic x-rays emitted by extremely thin films of Cr, Ni, Cu, Te, Au and Bi bombardec by keV electrons.The studied films were produced by thermal evaporation on backing self-supported 30 nm carbon films.


1986 ◽  
Vol 108 (3) ◽  
pp. 485-490
Author(s):  
Mao-lin Yang ◽  
Shan-jian Gu ◽  
Xiang-yi Li

It was found that fuel distribution in a hot high-speed transverse air stream differed greatly from that in a cold stream. In a hot air stream there exist two-phase fuel distributions, and hence, two mass center lines extending downstream. Experimental results of fuel distributions are presented. By using the model of trajectory with diffusion and also considering the fuel evaporation, a semi-empirical method to predict two-phase fuel distributions has been developed.


Author(s):  
HZ Jin ◽  
SQ Gao ◽  
HL Zhao ◽  
C Wang ◽  
GF Ou

Bubble cap structures are researched for the particle erosion wear of the distribution plate (tray for short) in an S Zorb desulfurization reactor. The semi-empirical model of erosion wear prediction of gas–solid two-phase flow is revised by means of erosion wear experiments at high temperature and high speed. According to the revised erosion wear, the influence of the h0 (the distance from the bottom of the bubble cap to the tray), h1 (distance from the outlet of the lifting pipe to the top of the bubble cap interface), N (the number of cavities), d0 (the inner diameter of bubble cap) on erosion wear of trays are studied. The results show that a smaller h0 will make the erosion degree of the tray more serious; it is recommended to keep h0 = 17 mm. A larger h1 will alleviate the erosion wear degree of adsorbent particles on the tray, but considering the efficiency of the reaction, h1 = 36 mm is more appropriate. The increase of N reduces the erosion wear less but enhances the fluid disturbance and makes the erosion wear area unstable; so, N should be kept at 10. The increase of d0 reduces the velocity and density of fluid impacting the tray, thus reducing the erosion wear degree, which is an effective means.


Author(s):  
Reignard Tan ◽  
Terje Kanstad ◽  
Mette R. Geiker ◽  
Max A. N. Hendriks

<p>Motivated by the establishment of a Ferry-Free E39 coastal highway route, crack width calculation methods for design of large-scale concrete structures are discussed. It is argued that the current semi-empirical formulas recommended by Eurocode 2 is inconsistent and overly conservative for cross sections with large bar diameters and covers. A suggestion to formulating a more consistent crack width calculation method is given.</p>


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