Experimental study of the effect of various collision angles and critical conditions on marine engine’s twin-spray collision process

To enhance the fuel-gas mixing and phase transition process, the fuel is injected by twin injectors in a large-bore low-speed two-stroke marine engine, while the cylinder condition has reached the transcritical and supercritical conditions. The twin-injector configuration has a great potential for further optimization, but the exploration on the outcome of collision and phase transition was still limited. Therefore, this work aims to study the effect of various collision angles (60°, 90°, 120°, 150°) and critical conditions (sub/trans/supercritical) on the twin-spray collision process using optical techniques. A wide range of experimental cases are conducted to provide an analysis and database for future modeling validation. The post-collisional spray structures, spatial distribution, and periphery features are analyzed to characterize the droplet’s collision. The results show that with the collision angle increasing, the higher collision velocity enhances the mass transfer while the minor vertical component results in a smaller axial dispersion. Because of the trade-off relationship between the vertical velocity component and pre-collision penetration, a higher reduction in droplet momentum results in a slighter collision behavior. At the collision angle of 150°, the subcritical condition tends to result in an off-axis collision. Under the transcritical (P) condition, the probability of head-on collision increases and presents a wider spatial distribution. But under the supercritical condition, because of the existence of the liquid collision, the thermal conversion among phases is accelerated, while the ambient resistance is reduced. Moreover, an exponential correlation of collision liquid length is formulated to predict the axial dispersion based on various critical conditions.

Collision of two coins on a horizontal surface

Oblique angle collisions of two penny coins on a smooth, horizontal surface were filmed with a video camera to investigate the physics of the collision process. If one of the coins is initially at rest, then the two coins emerge approximately at right angles, as commonly observed in billiard ball collisions and in puck collisions on an air table. The coins actually emerged at an angle less than 90 degrees due to friction between the coins, which also resulted in both coins rotating after the collision. At glancing angles, the friction force was due to sliding friction. At other angles of incidence the coins gripped each other and the friction force was then due to static friction.

Research on Calculation Method for Maximum Mean Acceleration in Longitudinal Train Collision

A large number of numerical simulations are required to design an energy absorption scheme for train crashworthiness, leading to low design efficiency in the early stage. Based on train collision dynamics theory and the finite element method, a dynamic finite element model of longitudinal train collision is established. According to the model, we studied the acceleration time-history characteristics during the train collision process, obtained the mean-peak ratio coefficient, and determined the calculation formula for the maximum mean acceleration of a longitudinal train collision. Through characteristic analysis of the vehicle acceleration, interface force, and other parameters during a longitudinal train collision, the calculation method of the mean acceleration was improved. The analysis shows that the maximum mean acceleration depends on two stages in the collision process: (1) the coupler action of the head vehicle: the mean-peak ratio coefficient of the head vehicle is 0.7 in this stage, and the mean-peak ratio coefficient of other vehicles is 0.43; (2) the coupler of the collision interface is cut off, and the energy absorption devices of the head vehicle or intermediate vehicle absorb energy; the mean-peak ratio coefficient of the vehicle is 0.93 in this stage. On this basis, a mathematical function is established describing the mean acceleration of the vehicle and the average crushing force of the coupler collapse tube and the energy-absorbing device. The calculation formula is obtained for the maximum mean acceleration of the longitudinal train collision, and the results are compared with the mean acceleration obtained by numerical simulation. The Kruskal–Wallis ANOVA multisample independent nonparametric test was conducted to verify the reliability of the calculation results in the 95% confidence interval. The calculation formula can be used to calculate the maximum mean acceleration in the energy allocation stage of train crashworthiness design to effectively improve the efficiency of train collision energy allocation.

Modelling of crustal composition and Moho depths and their Implications toward seismogenesis in the Kumaon–Garhwal Himalaya

We image the lateral variations in the Moho depths and average crustal composition across the Kumaon–Garhwal (KG) Himalaya, through the H–K stacking of 1400 radial PRFs from 42 three-component broadband stations. The modelled Moho depth, average crustal Vp/Vs, and Poisson’s ratio estimates vary from 28.3 to 52.9 km, 1.59 to 2.13 and 0.17 to 0.36, respectively, in the KG Himalaya. We map three NS to NNE trending transverse zones of significant thinning of mafic crust, which are interspaced by zones of thickening of felsic crust. These mapped transverse zones bend toward the north to form a NE dipping zone of maximum changes in Moho depths, below the region between Munsiari and Vaikrita thrusts. The 1991 Mw6.6 Uttarakashi and 1999 Mw6.4 Chamoli earthquakes have occurred on the main Himalayan thrust (MHT), lying just above the mapped zone of maximum changes in Moho depths. Modelled large values of average crustal Vp/Vs (> 1.85) could be attributed to the high fluid (metamorphic fluids) pressure associated with the mid-crustal MHT. Additionally, the serpentinization of the lowermost crust resulted from the continent–continent Himalayan collision process could also contribute to the increase of the average crustal Vp/Vs ratio in the region.

Study on the collision dynamics of integral shroud blade for high-pressure turbine in different integral shroud clearance distance

In steam turbine, turbine blades are prone to vibrate during operation, resulting in steam turbine accidents. The most common method for reducing the vibration of steam turbine blades is to design an integral shroud for blade which is termed as integral shroud blade. Most previous studies simplified straight integral blades into cantilever beam and used harmonic response analysis method to simulate the vibration response of blades. This method is suitable for simulating straight blade vibration under harmonic force conditions. For twisted blades, accurate results are hard to acquire and the specific collision process cannot be simulated. In order to observe the collision process on a microscopic scale and explore its collision damping mechanism, this study evaluated the collision process of twisted blades with different integral shroud clearance distance based on LS-DYNA software. The collision process for a two-blade system and a three-blade system with integral shroud clearance distance from 0.1 mm to 0.5 mm has been simulated. The results indicated that integral shroud clearance distance have opposite vibration damping effect when the blade under the condition of forced vibration and free vibration. For the two-blade system, the optimal integral shroud clearance distance is 0.4 mm for forced vibration condition and 0.1 mm for free vibration condition. For the three-blade system, the optimal integral shroud clearance distance is 0.1 mm for forced vibration condition and 0.5 mm for free vibration condition.

Hipotesis Pengimbuhan me(N)- dan menge- dalam Bahasa Melayu Standard

This study focuses on the intricacies of the collisions of prefixes me(n)- and pe(n)- with root words in standard Malay. Some scholars use the idea of "available existing choice", while others from the generative stream use the idea of "generative rules" with fixing the forms meng- {məN-} and peng- {pəN-} as basic morphemes. Both ideas in fact do not deviate from the rules of assimilation of articulation area at the boundary of two morphemes. However, the intricacies of the collisions of two morphemes have not been clarified physiologically. The phenomenon of the collisions of two morphemes has been observed since the 19th century but the details of the collision process have not been studied scientifically. Evidently, the generative rules in use now are not correct based on the physical experiment. We begin by presenting a hypothesis on the forming processes of the variations of prefixes concerned in terms of physiology and computer-aided acoustic phonetics (ANALYSIS [I] - [VI]). In the second stage, another similar form of affixes, i.e. the prefixes menge-, penge- or the confixes menge-/-kan, penge-/-an are hypothesized as new forms in Malay, influenced by the Sundanese prefix nge(n)- (ANALYSIS [VII]).