scholarly journals Particle Simulation of Plasma Drag Force Generation in the Magnetic Plasma Deorbit

2018 ◽  
Vol 55 (5) ◽  
pp. 1074-1082 ◽  
Author(s):  
Rei Kawashima ◽  
Junhwi Bak ◽  
Shinji Matsuzawa ◽  
Takaya Inamori
Keyword(s):  
Drag Force ◽  
Particle Simulation ◽  
Force Generation ◽  
Magnetic Plasma

scholarly journals Clap-and-fling mechanism in a hovering insect-like two-winged flapping-wing micro air vehicle

2016 ◽  
Vol 3 (12) ◽  
pp. 160746 ◽  
Author(s):  
Hoang Vu Phan ◽  
Thi Kim Loan Au ◽  
Hoon Cheol Park
Keyword(s):  
Drag Force ◽  
Cfd Simulation ◽  
Fluid Dynamic ◽  
Three Dimensional ◽  
Flapping Wing ◽  
Micro Air Vehicle ◽  
Force Generation ◽  
Vertical Force ◽  
Cfd Model ◽  
Air Vehicle

This study used numerical and experimental approaches to investigate the role played by the clap-and-fling mechanism in enhancing force generation in hovering insect-like two-winged flapping-wing micro air vehicle (FW-MAV). The flapping mechanism was designed to symmetrically flap wings at a high flapping amplitude of approximately 192°. The clap-and-fling mechanisms were thereby implemented at both dorsal and ventral stroke reversals. A computational fluid dynamic (CFD) model was constructed based on three-dimensional wing kinematics to estimate the force generation, which was validated by the measured forces using a 6-axis load cell. The computed forces proved that the CFD model provided reasonable estimation with differences less than 8%, when compared with the measured forces. The measurement indicated that the clap and flings at both the stroke reversals augmented the average vertical force by 16.2% when compared with the force without the clap-and-fling effect. In the CFD simulation, the clap and flings enhanced the vertical force by 11.5% and horizontal drag force by 18.4%. The observations indicated that both the fling and the clap contributed to the augmented vertical force by 62.6% and 37.4%, respectively, and to the augmented horizontal drag force by 71.7% and 28.3%, respectively. The flow structures suggested that a strong downwash was expelled from the opening gap between the trailing edges during the fling as well as the clap at each stroke reversal. In addition to the fling phases, the influx of air into the low-pressure region between the wings from the leading edges also significantly contributed to augmentation of the vertical force. The study conducted for high Reynolds numbers also confirmed that the effect of the clap and fling was insignificant when the minimum distance between the two wings exceeded 1.2c (c = wing chord). Thus, the clap and flings were successfully implemented in the FW-MAV, and there was a significant improvement in the vertical force.

Lack of myostatin in mice results in excessive muscle but impaired force generation, tubular aggregates and alterations in fibre type profile

2005 ◽  
Vol 36 (02) ◽  
Author(s):  
H Amthor ◽  
R Navarette ◽  
SC Brown ◽  
R Macharia ◽  
F Muntoni ◽  
...  
Keyword(s):  
Fibre Type ◽  
Force Generation ◽  
Tubular Aggregates

Gyro-Kinetic Particle Simulation of m=1 Internal Kink Mode in the Presence of Density Gradient.

1999 ◽  
Vol 75 (10) ◽  
pp. 1188-1194 ◽  
Author(s):  
Taro MATSUMOTO ◽  
Shinji TOKUDA ◽  
Yasuaki KISHIMOTO ◽  
Tomonori TAKIZUKA ◽  
Hiroshi NAITOU
Keyword(s):  
Density Gradient ◽  
Particle Simulation ◽  
Kink Mode

Some Consequences of Coulomb Friction in Modeling Longitudinal Traction

1990 ◽  
Vol 18 (1) ◽  
pp. 13-65 ◽  
Author(s):  
W. W. Klingbeil ◽  
H. W. H. Witt
Keyword(s):  
Shear Force ◽  
Coulomb Friction ◽  
Interfacial Shear ◽  
Force Generation ◽  
Behavior Patterns ◽  
Inflation Pressure ◽  
Friction Law ◽  
The Coefficient Of Friction ◽  
Coulomb Friction Law ◽  
Perfect Adhesion

Abstract A three-component model for a belted radial tire, previously developed by the authors for free rolling without slip, is generalized to include longitudinal forces and deformations associated with driving and braking. Surface tractions at the tire-road interface are governed by a Coulomb friction law in which the coefficient of friction is assumed to be constant. After a brief review of the model, the mechanism of interfacial shear force generation is delineated and explored under traction with perfect adhesion. Addition of the friction law then leads to the inception of slide zones, which propagate through the footprint with increasing severity of maneuvers. Different behavior patterns under driving and braking are emphasized, with comparisons being given of sliding displacements, sliding velocities, and frictional work at the tire-road interface. As a further application of the model, the effect of friction coefficient and of test variables such as load, deflection, and inflation pressure on braking stiffness are computed and compared to analogous predictions on the braking spring rate.

Experimental Study of Flow Control Over a Standard Road Vehicle Using Plasma Actuator

2020 ◽  
Vol 22 (4) ◽  
pp. 1047-1060
Author(s):  
S. Shadmani ◽  
S. M. Mousavi Nainiyan ◽  
R. Ghasemiasl ◽  
M. Mirzaei ◽  
S. G. Pouryoussefi
Keyword(s):  
Flow Control ◽  
Pressure Distribution ◽  
Drag Force ◽  
Separated Flow ◽  
Plasma Actuator ◽  
Road Vehicle ◽  
Slant Angle ◽  
Total Drag ◽  
Slant Surface ◽  
Ahmed Body

AbstractAhmed Body is a standard and simplified shape of a road vehicle that's rear part has an important role in flow structure and it's drag force. In this paper flow control around the Ahmed body with the rear slant angle of 25° studied by using the plasma actuator system situated in middle of the rear slant surface. Experiments conducted in a wind tunnel in two free stream velocities of U = 10m/s and U = 20m/s using steady and unsteady excitations. Pressure distribution and total drag force were measured and smoke flow visualization carried out in this study. The results showed that at U = 10m/s using plasma actuator suppress the separated flow over the rear slant slightly and be effective on pressure distribution. Also, total drag force reduces in steady and unsteady excitations for 3.65% and 2.44%, respectively. At U = 20m/s, using plasma actuator had no serious effect on the pressure distribution and total drag force.

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