Computational analysis and design of an aerofoil with morphing tail for improved aerodynamic performance in transonic regime

This article focuses on the aerodynamic design of a morphing aerofoil at cruise conditions using computational fluid dynamics (CFD). The morphing aerofoil has been analysed at a Mach number of 0.8 and Reynolds number of $3 \times 10^{6}$ , which represents the transonic cruise speed of a commercial aircraft. In this research, the NACA0012 aerofoil has been identified as the baseline aerofoil where the analysis has been performed under steady conditions at a range of angles of attack between $0^{^{\kern1pt\circ}}$ and $3.86^{^{\kern1pt\circ}}$ . The performance of the baseline case has been compared to the morphing aerofoil for different morphing deflections ( $w_{te}/c = [0.005 - 0.1]$ ) and start of the morphing locations ( $x_{s}/c = [0.65 - 0.80]$ ). Further, the location of the shock wave on the upper surface has also been investigated due to concerns about the structural integrity of the morphing part of the aerofoil. Based upon this investigation, a most favourable morphed geometry has been presented that offers both, a significant increase in the lift-to-drag ratio against its un-morphed counterpart and has a shock location upstream of the start of the morphing part.

Enhanced Heat Dissipation Performance of Automotive LED Lamps Using Graphene Coatings

Graphene heat-dissipating coating (GNHC) of 0.6 wt % GN concentration is utilized to promote the cooling performance of automotive light-emitting diode (LED) lamps. Three cases are studied as follows: Case 0 is the original automotive LED lamp as the baseline. Case 1 is to apply GNHC to reduce the thermal resistance of the junction surfaces between the components of automotive LED lamps. The aluminum fin radiator of Case 1 is further coated with GNHC on the surface that becomes Case 2. The spectrum, illuminance, power consumption, and surface temperature are measured at different ambient temperatures (Ta) to fully evaluate the feasibility of applying GNHC to improve cooling performance and the impacts on the related characteristics of automotive LED lamps. The results show that the maximum illuminance efficacy of Case 1 and Case 2 with high beam, irradiation angle of 0 degrees, and Ta of 80 °C is 11.03% and 8.70% higher than that of Case 0, respectively. The minimum temperature difference of heat dissipation path of Case 1 and Case 2 with high beam, irradiation angle of 90 degrees, and Ta of 80 °C is 6.41% and 5.33% lower than that of Case 0, respectively, indicating GNHC as a promising coating material for improving the cooling performance of automotive LED lamps.

Numerical Optimization of the β-Type Stirling Engine Performance Using the Variable-Step Simplified Conjugate Gradient Method

This study focuses on optimizing a 100-W-class β-Type Stirling engine by combining the modified thermodynamic model and the variable-step simplified conjugate gradient (VSCGM) method. For the modified thermodynamic model, non-uniform pressure is directly introduced into the energy equation, so the indicated power and heat transfer rates can reach energy balance while the VSCGM is an updated version of the simplified conjugate gradient method (SCGM) with adaptive increments and step lengths to the optimization process; thus, it requires fewer iterations to reach the optimal solution than the SCGM. For the baseline case, the indicated power progressively raises from 88.2 to 210.2 W and the thermal efficiency increases from 34.8 to 46.4% before and after optimization, respectively. The study shows the VSCGM possesses robust property. All optimal results from the VSCGM are well-matched with those of the computational fluid dynamics (CFD) model. Heating temperature and rotation speed have positive effects on optimal engine performance. The optimal indicated power rises linearly with the charged pressure, whereas the optimal thermal efficiency tends to decrease. The study also points out that results of the modified thermodynamic model with fixed values of unknowns agree well with the CFD results at points far from the baseline case.

Mid-fidelity simulations and comparisons of five techniques for axial induction control of a wind turbine

As wind turbines are more frequently placed in arrays, the need to understand and mitigate problems arising from their wakes has increased. When downstream turbines are in the wakes of upstream ones, the downstream turbines produce less power, require more maintenance, and have shorter lifetimes. One wake mitigation technique is known as axial induction control (AIC) and it involves derating (operating suboptimally) upstream turbines such that more energy remains in their wakes for downstream turbines to harvest. While there has been considerable research on this technique, much of it has suffered from a misunderstanding of the most important parameters in optimizing AIC. As such, the research has been largely inconclusive. Herein, we seek to rectify several perceived shortcomings of previous work by using mid-fidelity simulations to compare five different techniques for AIC at three different derate percentages against a baseline case and examining the recovery of the wake. We find that only the case with the lowest derate, 10 %, and using maximum thrust exceeds the baseline when estimating the combined power of the simulated turbine and a virtual turbine five diameters downstream and that it produced 10 % more power. Furthermore, these results help to validate previous work that concluded that the excess energy that is in the wake of a derated turbine will be at the edges of the wake unless the wake can sufficiently recover before the next downstream turbine. Finally, all together this suggests that the precise combination of derate percentage and the method used to derate turbines (i.e., the precise combination of pitch and torque controls), as well as the spacing and arrangement of turbines, must all be considered when optimizing AIC, and that substantial power gains may be possible.

Effect of PCM fill ratio and heat sink orientation on the thermal management of transient power spikes in electronics

The goal of this paper is to investigate the usefulness of Phase Change Material based heat sinks in power surge operations. Experiments have been carried out on a PCM based heat sink for different fill ratios (0, 33, 66, and 99%) of the PCM and different orientations (0, 90, 180°) of the heat sink under constant and power surge heat loads. The heat sink with a fill ratio of 0% is considered as the baseline case for comparison. The heat sink with a fill ratio of 66% at 0° orientation recorded lower temperatures among all the fill ratios and orientations under both constant and power surge heat loads. Partial filling (66% fill ratio) of the PCM in the cavity is more effective than complete filling (99% fill ratio) in handling both constant and power surge heat loads.

Evaluation of Clumping Effects on the Estimation of Global Terrestrial Evapotranspiration

In terrestrial ecosystems, leaves are aggregated into different spatial structures and their spatial distribution is non-random. Clumping index (CI) is a key canopy structural parameter, characterizing the extent to which leaf deviates from the random distribution. To assess leaf clumping effects on global terrestrial ET, we used a global leaf area index (LAI) map and the latest version of global CI product derived from MODIS BRDF data as well as the Boreal Ecosystem Productivity Simulator (BEPS) to estimate global terrestrial ET. The results show that global terrestrial ET in 2015 was 511.9 ± 70.1 mm yr−1 for Case I, where the true LAI and CI are used. Compared to this baseline case, (1) global terrestrial ET is overestimated by 4.7% for Case II where true LAI is used ignoring clumping; (2) global terrestrial ET is underestimated by 13.0% for Case III where effective LAI is used ignoring clumping. Among all plant functional types (PFTs), evergreen needleleaf forests were most affected by foliage clumping for ET estimation in Case II, because they are most clumped with the lowest CI. Deciduous broadleaf forests are affected by leaf clumping most in Case III because they have both high LAI and low CI compared to other PFTs. The leaf clumping effects on ET estimation in both Case II and Case III is robust to the errors in major input parameters. Thus, it is necessary to consider clumping effects in the simulation of global terrestrial ET, which has considerable implications for global water cycle research.

Language evolution from a cognitive-grammar perspective

This paper considers language evolution from a cognitive-grammar (CG) perspective taking Classical Arabic Case Marking (CACM) as a case in point and a departure point. It is argued that the accusative case is diachronically the baseline case mark, designating the Objective Scene (OS) and demarcating an object of perception in the initial stage of maximal subjectivity in which the ground (G) is totally implicit. Such maximum is then attenuated through a process of objectification such that g entities are gradually put onstage to fulfill the functions of identification and predication. The nominative case, then, figures to mark such emerging entities in their baseline, immediate status. This conception of G with its functions is later extended to mark entities external to G, which gives rise to the full, nominative-marked, baseline existential core (C∃) comprising the existential predicate (P∃) and the existential subject (S∃). The truncation (T) of a verb’s nominative case is argued to fulfill the semantic function of situating a process out of existential reality yielding the existential predicate minus (P-∃), which represents a basic elaboration on baseline C∃. Processes being extensions from perception, the accusative case attenuates to mark entities (D) that demarcate processes, implementing the semantic function of processual modification. Finally, a genitive-marked entity (RP) is proposed to implement the semantic function of referential modification, anchoring and referencing the conceptions of all those facets of reality.

Experimental Film Cooling Effectiveness of Three-Hole-Branch Circular Holes

A three-hole-branch geometry for film cooling is proposed. Each branch is made up of a streamwise 30°-angled circular hole with a circular hole of the same diameter on each side of it. These three holes share the same inlet area on the coolant supply side. Three side hole inclination angles of 30°, 37.5°, and 45° and three branch angles (the angle between the main and side holes) generated nine configurations that were tested for four blowing ratios of 0.5, 1, 1.5, and 2. To their benefits, these straight-through circular holes could easily be laser drilled on the airfoils or other gas turbine hot section surfaces. For comparative evaluation of these film hole geometries, the commonly used 7°-7°-7° diffusion hole geometry with the same inlet hole diameter was tested as a baseline under otherwise identical conditions. The pressure-sensitive paint (PSP) technique was utilized to test these geometries for their film cooling effectiveness. Depending on the branch geometry, for the same amount of coolant, some configurations were found to be superior to the baseline case for stream- or spanwise film cooling distributions while for the steeper side hole angles, these branched holes did not perform as well as the baseline case. The main conclusion is that the three holes with the same inclination angle of 30° exhibited the best film cooling effectiveness performance including the baseline geometry.

VORTEX TRACKING OF PURGE-MAINSTREAM INTERACTIONS IN A ROTATING TURBINE STAGE

The use of purge flow in gas turbines allows for high turbine entry temperatures, which are essential to produce high cycle efficiency. Purge air is bled from the compressor and reintroduced in the turbine to cool vulnerable components. Wheel-spaces are formed between adjacent rotating and stationary discs, with purge air supplied at low radius before exiting into the mainstream gas-path through a rim-seal at the disc periphery. An aerodynamic penalty is incurred as the purge flow egress interacts with the mainstream. This study presents unparalleled three-dimensional velocity data from a single-stage turbine test rig, specifically designed to investigate egressmainstream interaction using optical measurement techniques. Volumetric Velocimetry is applied to the rotating environment with phase-locked measurements used to identify and track the vortical secondary flow features through the blade passage. A baseline case without purge flow is compared to experiments with a 1.7% purge mass fraction; the latter was chosen to ensure a fully sealed wheel-space. A non-localised vortex tracking function is applied to the data to identify the position of the core centroids. The strength of the secondary-flow vortices was determined by using a circulation criterion on rotated planes aligned to the vortex filaments........[abridged]

Assessment of conventional and air-jet wheel deflectors for drag reduction of the DrivAer model

Aerodynamic drag is a large resistance force to vehicle motion, particularly at highway speeds. Conventional wheel deflectors were designed to reduce the wheel drag and, consequently, the overall vehicle drag; however, they may actually be detrimental to vehicle aerodynamics in modern designs. In the present study, computational fluid dynamics simulations were conducted on the notchback DrivAer model—a simplified, yet realistic, open-source vehicle model that incorporates features of a modern passenger vehicle. Conventional and air-jet wheel deflectors upstream of the front wheels were introduced to assess the effect of underbody-flow deflection on the vehicle drag. Conventional wheel-deflector designs with varying heights were observed and compared to 45∘ and 90∘ air-jet wheel deflectors. The conventional wheel deflectors reduced wheel drag but resulted in an overall drag increase of up to 10%. For the cases studied, the 90∘ air jet did not reduce the overall drag compared to the baseline case; the 45∘ air jet presented drag benefits of up to 1.5% at 35 m/s and above. Compared to conventional wheel deflectors, air-jet wheel deflectors have the potential to reduce vehicle drag to a greater extent and present the benefit of being turned off at lower speeds when flow deflection is undesirable, thus improving efficiency and reducing emissions.