Scaling bat wingbeat frequency and amplitude

2002 ◽  
Vol 205 (17) ◽  
pp. 2615-2626 ◽  
Author(s):  
R. D. Bullen ◽  
N. L. McKenzie
Keyword(s):  
Lower Half ◽  
Flight Speed ◽  
Simple Relationship ◽  
Wingbeat Frequency ◽  
Wing Area ◽  
High Speeds ◽  
Second Mode ◽  
Speed Range

SUMMARYWingbeat frequency (fw) and amplitude(θw) were measured for 23 species of Australian bat,representing two sub-orders and six families. Maximum values were between 4 and 13 Hz for fw, and between 90 and 150° forθ w, depending on the species. Wingbeat frequency for each species was found to vary only slightly with flight speed over the lower half of the speed range. At high speeds, frequency is almost independent of velocity. Wingbeat frequency (Hz) depends on bat mass (m, kg) and flight speed (V, ms-1) according to the equation: fw=5.54-3.068log10m-2.857log10V. This simple relationship applies to both sub-orders and to all six families of bats studied. For 21 of the 23 species, the empirical values were within 1 Hz of the model values. One species, a small molossid, also had a second mode of flight in which fw was up to 3 Hz lower for all flight speeds.The following relationship predicts wingbeat amplitude to within±15° from flight speed and wing area (SREF,m2) at all flight speeds:θ w=56.92+5.18V+16.06log10SREF. This equation is based on data up to and including speeds that require maximum wingbeat amplitude to be sustained. For most species, the maximum wingbeat amplitude was 140°.

scholarly journals Kinematics Measurement and Power Requirements of Fruitflies at Various Flight Speeds

Energies ◽  
2020 ◽  
Vol 13 (16) ◽  
pp. 4271
Author(s):  
Hao Jie Zhu ◽  
Mao Sun
Keyword(s):  
The Body ◽  
Flight Speed ◽  
Specific Power ◽  
Flight Performance ◽  
Wingbeat Frequency ◽  
Body Angle ◽  
Flying Insects ◽  
Speed Range ◽  
Full Speed ◽  
Stroke Amplitude

Energy expenditure is a critical characteristic in evaluating the flight performance of flying insects. To investigate how the energy cost of small-sized insects varies with flight speed, we measured the detailed wing and body kinematics in the full speed range of fruitflies and computed the aerodynamic forces and power requirements of the flies. As flight speed increases, the body angle decreases and the stroke plane angle increases; the wingbeat frequency only changes slightly; the geometrical angle of attack in the middle upstroke increases; the stroke amplitude first decreases and then increases. The mechanical power of the fruitflies at all flight speeds is dominated by aerodynamic power (inertial power is very small), and the magnitude of aerodynamic power in upstroke increases significantly at high flight speeds due to the increase of the drag and the flapping velocity of the wing. The specific power (power required for flight divided by insect weigh) changes little when the advance ratio is below about 0.45 and afterwards increases sharply. That is, the specific power varies with flight speed according to a J-shaped curve, unlike those of aircrafts, birds and large-sized insects which vary with flight speed according to a U-shaped curve.

scholarly journals Nonlinear vibrations and time delay control of an extensible slowly rotating beam

2020 ◽  
Author(s):  
Jerzy Warminski ◽  
Lukasz Kloda ◽  
Jaroslaw Latalski ◽  
Andrzej Mitura ◽  
Marcin Kowalczuk
Keyword(s):  
Time Delay ◽  
Control Strategies ◽  
Vibration Reduction ◽  
Least Action ◽  
Active Elements ◽  
Principle Of Least Action ◽  
Second Mode ◽  
Delay Control ◽  
Speed Range ◽  
System With Time Delay

AbstractNonlinear dynamics of a rotating flexible slender beam with embedded active elements is studied in the paper. Mathematical model of the structure considers possible moderate oscillations thus the motion is governed by the extended Euler–Bernoulli model that incorporates a nonlinear curvature and coupled transversal–longitudinal deformations. The Hamilton’s principle of least action is applied to derive a system of nonlinear coupled partial differential equations (PDEs) of motion. The embedded active elements are used to control or reduce beam oscillations for various dynamical conditions and rotational speed range. The control inputs generated by active elements are represented in boundary conditions as non-homogenous terms. Classical linear proportional (P) control and nonlinear cubic (C) control as well as mixed ($$P-C$$ P - C ) control strategies with time delay are analyzed for vibration reduction. Dynamics of the complete system with time delay is determined analytically solving directly the PDEs by the multiple timescale method. Natural and forced vibrations around the first and the second mode resonances demonstrating hardening and softening phenomena are studied. An impact of time delay linear and nonlinear control methods on vibration reduction for different angular speeds is presented.

Gliding Flight of the Dog-Faced Bat Rousettus Aegyptiacus Observed in a Wind Tunnel

1971 ◽  
Vol 55 (3) ◽  
pp. 833-845 ◽  
Author(s):  
C. J. PENNYCUICK
Keyword(s):  
Wind Tunnel ◽  
Lift Coefficient ◽  
Trailing Edge ◽  
Number Range ◽  
High Speeds ◽  
Gliding Flight ◽  
Speed Range ◽  
Simple Regression Analysis ◽  
Drag Analysis ◽  
Very High

1. A bat was trained to fly in a tilting wind tunnel. Stereoscopic photographs were taken, both by reflected and by transmitted light, and measurements of best gliding angle were made. 2. Variation of wing span and area at different speeds was much less than in birds. This is attributed to the construction of the wing, which prevents the bat from folding back the manus in flight, because this would lead to collapse of the plagiopatagium. 3. The trailing edge of the wing is normally deflected upwards in flight, at least in the distal parts. This is interpreted as providing longitudinal stability. The plagiopatagialis proprii muscles appear to act as an elevator, by deflecting the trailing edge of the plagiopatagium upwards. 4. The speed range over which the bat could glide was 5·3-11·0 m/s. Its maximum lift coefficient was 1·5, and its best glide ratio 6·8:1. The Reynolds number range, based on mean chord, was 3·26 x 104 to 6·79 x 104. 5. A simple regression analysis of the glide polar indicated a very high span efficiency factor (k) and low wing profile drag coefficient (Cdp). On the other hand, a drag analysis on the assumption that k = 1 leads to an improbably large increase in the estimated Cdp at low speeds. It is suggested that the correct interpretation probably lies between these extremes, with k ≊ 1·5; Cdp would then be about 0·02 at high speeds, rising to somewhat over 0·1 at the minimum speed. 6. It would appear that the bat is not so good as a pigeon at fast gliding, but better at low-speed manoeuvring. On most points of performance, however, the two are remarkably similar.

Addition of Artificial Loads to Long-Eared Bats Plecotus Auritus: Handicapping Flight Performance

1991 ◽  
Vol 161 (1) ◽  
pp. 285-298 ◽  
Author(s):  
PATSY M. HUGHES ◽  
JEREMY M. V. RAYNER
Keyword(s):  
Total Mass ◽  
Three Dimensional ◽  
Flight Speed ◽  
Wing Loading ◽  
Wingbeat Frequency ◽  
Cost Of Transport ◽  
In Captivity ◽  
Series Of Experiments ◽  
Predicted Values ◽  
Optimal Approach

A series of experiments is described in which two brown long-eared bats Plecotus auritus Linnaeus (Chiroptera: Vespertilionidae) were flown in a 1mx1mx4.5m flight enclosure at a range of body masses (n=9 experiments for a female bat, and n = 11 for a male bat). The highest three of these masses incorporated artificial loads. Stroboscopic stereophotogrammetry was used to make three-dimensional reconstructions (n=124) of the bats' flight paths. Over the entire range of experiments, wing loading was increased by 44% for the female and 46% for the male bat. Effects arising from captivity were controlled for: experiments at certain wing loadings were repeated after a period in captivity and the response to load was found to be unaltered. Flight speed fell with total mass M or with wing loading, varying as M−0.49 in the female and M−0.42 in the male bat. Wingbeat frequency increased with total mass or wing loading, varying as M0.61 in the female and M0.44in the male bat. Hence frequency, but not speed, changed with mass in the direction predicted by aerodynamic theory. These results were used in a mathematical model to predict wingbeat amplitude, flight power and cost of transport. The model was also used to estimate the optimal flight speeds Vmr and Vmp. The model predicted that amplitude increases with load. Measurements of wingbeat amplitude did not differ significantly from the predicted values. The observed flight speed was below the predicted minimum power speed Vmp (which increases with load), and diverged further from this with progressive loading. The increase in cost of flight calculated by the model over the range of wing loadings was approximately double that which it would have been had the bats adopted the optimal approach predicted by the model. The limitations inherent in the theoretical model, and the possible constraints acting on the animals, are discussed.

scholarly journals Wide-Speed Range Sensorless Control of an IPM Motor for Multi-Purpose Applications

Inventions ◽  
2020 ◽  
Vol 5 (3) ◽  
pp. 24
Author(s):  
Maria Laura Bacci ◽  
Ferdinando Luigi Mapelli ◽  
Stefano Mossina ◽  
Davide Tarsitano ◽  
Michele Vignati
Keyword(s):  
Permanent Magnet Synchronous Machine ◽  
Mechanical Reliability ◽  
High Frequency Signal ◽  
Constant Torque ◽  
High Speeds ◽  
Speed Range ◽  
Interior Permanent Magnet ◽  
Signal Injection ◽  
Space Cost ◽  
Wide Speed Range

In a growing number of battery-driven applications the need of removing any position and speed transducer is taking over due to space, cost and mechanical reliability constraints, further than making the installation easier as requiring less wiring. This paper presents the development of a sensorless algorithm capable of running an Interior Permanent Magnet Synchronous Machine (IPMSM), assuring constant torque production in the whole speed range, form standstill to high speeds. This is achieved with an hybrid method: at standstill and very low speeds the saliency of the IPM is exploited through an High Frequency Signal Injection (HFSI), which assures a robust estimation of the rotor position. At medium to high speeds an advanced V-I estimator is adopted in order to enhance the motor performances. The developed algorithm comes out of being highly scalable as it requires very little tuning, resulting in a multi-purpose application which can be employed with any motor size.

Path-Following Steering Control for Articulated Vehicles

2013 ◽  
Vol 135 (3) ◽  
Author(s):  
B. A. Jujnovich ◽  
D. Cebon
Keyword(s):  
High Speed ◽  
Path Following ◽  
Steering Control ◽  
Active Steering ◽  
High Speeds ◽  
Wide Range ◽  
Articulated Vehicles ◽  
Speed Range ◽  
Heavy Goods Vehicles ◽  
Low Speeds

Passive steering systems have been used for some years to control the steering of trailer axles on articulated vehicles. These normally use a “command steer” control strategy, which is designed to work well in steady-state circles at low speeds, but which generates inappropriate steer angles during transient low-speed maneuvers and at high speeds. In this paper, “active” steering control strategies are developed for articulated heavy goods vehicles. These aim to achieve accurate path following for tractor and trailer, for all paths and all normal vehicle speeds, in the presence of external disturbances. Controllers are designed to implement the path-following strategies at low and high speeds, whilst taking into account the complexities and practicalities of articulated vehicles. At low speeds, the articulation and steer angles on articulated heavy goods vehicles are large and small-angle approximations are not appropriate. Hence, nonlinear controllers based on kinematics are required. But at high-speeds, the dynamic stability of control system is compromised if the kinematics-based controllers remain active. This is because a key state of the system, the side-slip characteristics of the trailer, exhibits a sign-change with increasing speeds. The low and high speed controllers are blended together using a speed-dependent gain, in the intermediate speed range. Simulations are conducted to compare the performance of the new steering controllers with conventional vehicles (with unsteered drive and trailer axles) and with vehicles with command steer controllers on their trailer axles. The simulations show that active steering has the potential to improve significantly the directional performance of articulated vehicles for a wide range of conditions, throughout the speed range.

scholarly journals Foraging at the edge of the world: low-altitude, high-speed manoeuvering in barn swallows

2016 ◽  
Vol 371 (1704) ◽  
pp. 20150391 ◽  
Author(s):  
Douglas R. Warrick ◽  
Tyson L. Hedrick ◽  
Andrew A. Biewener ◽  
Kristen E. Crandell ◽  
Bret W. Tobalske
Keyword(s):  
Wind Speed ◽  
High Speed ◽  
Ground Effect ◽  
Natural State ◽  
Wingbeat Frequency ◽  
High Speeds ◽  
Aerial Insectivores ◽  
Video Systems ◽  
Shear Gradient ◽  
Barn Swallows

While prior studies of swallow manoeuvering have focused on slow-speed flight and obstacle avoidance in still air, swallows survive by foraging at high speeds in windy environments. Recent advances in field-portable, high-speed video systems, coupled with precise anemometry, permit measures of high-speed aerial performance of birds in a natural state. We undertook the present study to test: (i) the manner in which barn swallows ( Hirundo rustica ) may exploit wind dynamics and ground effect while foraging and (ii) the relative importance of flapping versus gliding for accomplishing high-speed manoeuvers. Using multi-camera videography synchronized with wind-velocity measurements, we tracked coursing manoeuvers in pursuit of prey. Wind speed averaged 1.3–2.0 m s −1 across the atmospheric boundary layer, exhibiting a shear gradient greater than expected, with instantaneous speeds of 0.02–6.1 m s −1 . While barn swallows tended to flap throughout turns, they exhibited reduced wingbeat frequency, relying on glides and partial bounds during maximal manoeuvers. Further, the birds capitalized on the near-earth wind speed gradient to gain kinetic and potential energy during both flapping and gliding turns; providing evidence that such behaviour is not limited to large, fixed-wing soaring seabirds and that exploitation of wind gradients by small aerial insectivores may be a significant aspect of their aeroecology. This article is part of the themed issue ‘Moving in a moving medium: new perspectives on flight'.

scholarly journals Neuromuscular control and kinematics of intermittent flight in the European starling (Sturnus vulgaris)

1995 ◽  
Vol 198 (6) ◽  
pp. 1259-1273 ◽  
Author(s):  
B Tobalske
Keyword(s):  
Power Output ◽  
Neuromuscular Control ◽  
Sturnus Vulgaris ◽  
Flight Speed ◽  
Cycle Duration ◽  
Mean Power ◽  
Wingbeat Frequency ◽  
Pull Out ◽  
Emg Signal ◽  
All Speeds

Electromyographic (EMG) and kinematic data were collected from European starlings (Sturnus vulgaris) flying at a range of speeds from 8 to 18 m s-1 in a variable-speed windtunnel. Their flight at all speeds consisted of alternating flapping and non-flapping phases. Wing postures during non-flapping phases included glides, partial-bounds and bounds. Glides were performed proportionally more often within each speed and were longer in duration than either of the other two non-flapping postures, but the percentage of bounds increased markedly with increasing flight speed. The shift from flap-gliding at slow speeds towards flap-bounding at fast speeds was consistent with reducing mean power output relative to continuous flapping. The starlings often combined more than one non-flapping posture within a single non-flapping period. Transitions between non-flapping postures, as well as transitions between bounds and subsequent flapping, were classified as 'pull-outs'. Pull-outs consisted of an increase in wingspan but no change in wingtip elevation. The pectoralis and supracoracoideus exhibited electrical activity during glides but not during bounds. The scapulohumeralis caudalis was not active during glides, but this muscle and the supracoracoideus were typically active during partial-bounds and pull-out phases. The scapulohumeralis caudalis occasionally showed activity during bounds, which may reflect its role as a humeral retractor. The frequency and duration of non-flapping intervals in starlings were less during EMG experiments than during non-implanted flights. During flapping phases, relative intensity and duration of EMG signal and wingbeat frequency increased with flight speed, whereas flapping or non-flapping cycle duration, the percentage of a cycle spent flapping and the number of wingbeats in a cycle were all greatest at 8 m s-1. Wingbeat amplitude was smaller at intermediate speeds, but differences among speeds were not significant. These variables allowed indirect estimates of power output and suggested that minimum power speed for starlings was near 12 m s-1 and that power output increased at both slower and faster speeds. Within windtunnel speeds, muscle activity changed in relation to wingspan at mid-upstroke, wingtip excursion, wingbeat frequency, acceleration, velocity, altitude and horizontal position.

scholarly journals Design of a Three-Dimensional Hypersonic Inward-Turning Inlet with Tri-Ducts for Combined Cycle Engines

2018 ◽  
Vol 2018 ◽  
pp. 1-10 ◽  
Author(s):  
Chengxiang Zhu ◽  
Xu Zhang ◽  
Fan Kong ◽  
Yancheng You
Keyword(s):  
Mach Number ◽  
Three Dimensional ◽  
Combined Cycle ◽  
Flight Speed ◽  
Wind Tunnel Experiments ◽  
Turbine Engine ◽  
Speed Range ◽  
Full Speed ◽  
Rotational Flap ◽  
Near Future

The operation of a propulsion system in terms of horizontal takeoff/landing and full-speed range serves as one of the main difficulties for hypersonic travelling. In the present work, a three-dimensional inward-turning inlet with tri-ducts for combined cycle engines is designed for the operation of three different modes controlled by a single rotational flap on the compression side, which efficiently simplifies the inlet structure and the flap control mechanism. At high flight speed between Mach 4 and 6, the pure scramjet mode is switched on, whereas both the ejector and the scramjet paths are open for a moderate Mach number between 2 and 4 with a larger throat area guaranteeing the inlet startability. In the low flight speed range with Mach number below 2, the additional turbojet path will be turned on to supply air for the turbine engine, whereas the other two paths remain open for spillage. Numerical simulations under different operation modes have proven the feasibility and good performance of the designed inlet, e.g., a nearly full mass flow ratio and a total pressure recovery around 0.5 can be achieved at the cruise speed. Meanwhile, the inlet works properly at low flight speeds which overcomes the typical starting problem of similar inlet designs. In the near future, wind tunnel experiments will be carried out to validate our inlet design and its performance.

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