Numerical simulation of S-shaped inlet under the intake total pressure distortion

During the development of the stealth fighter, the S-shaped inlet enters the designer’s vision because it has better stealth than bump inlet and straight inlet. During the use of the S-shaped inlet, due to its structural reasons, secondary flow is likely to occur in the curved section, which directly causes the flow state to be changeable and complicated. Therefore, this paper takes the S-shaped inlet as the research object to analyzes the steady flow field simulation under uniform inlet condition and distortion inlet condition and analyze the flow field of the airflow and the total pressure of each section under the S-shaped inlet by changing the intake distortion conditions with CFX software. The results show that although the S-shaped inlet will occur total pressure distortion under uniform intake. However, when the S-shaped inlet work under certain flight conditions, the level of total pressure distortion will be smaller than the uniform inlet condition, which can improve the air intake performance. Finally, it can be inferred that with use of the S-shaped intake port, the deterioration of distortion may be prevented under certain specific intake conditions.

Influences of key parameters on flow features in the curved ducts with equal area

Curved ducts are widely used in aircraft engines to improve some capability of aero-engines. Complex internal flow characteristics would be induced by the curvature in such components. In this study, the influence of parameters, including the arc angle α, the curvature radius R i, and the height H, on the local accelerating and transonic flow in the curved ducts with equal area were studied numerically and theoretically under different nozzle pressure ratios (NPRs). The range of the Re number based on the height of the duct and the velocity at the inlet was [Formula: see text] ∼ [Formula: see text]. The shear stress transport κ-ω turbulent model was proved by the test data to suitably simulate the flow field in curved ducts because it could accurately predict the flow separations under adverse pressure gradients. The uncertainty of the pressure scan value to obtain the test data was ±0.05%. Numerical results showed that the effect of α on the flow characteristics of the curved ducts is little. The maximum Ma number in the curved section reduces with the increase of R i, and that grows with the increase of H. The range of the maximum Ma number was 1.20∼1.80. The critical NPRs, which decided the special flow features, were found in the curved ducts. The critical NPR rises with the increase of R i; however, the effect of H on the critical NPR is irregular due to the flow separations located near the lower wall induced by the large adverse pressure gradient. The theoretical results based on the small perturbation theory of transonic flow in the polar coordinate system proved that the distribution of sonic line was just dependent on the inner diameter R1, the outer diameter R2, and the arc angle θmax of the curved section. The critical mass flow and the critical NPR2 are only related to R1 and R2.

Analysis of Asymmetrical Deformation of Surface and Oblique Pipeline Caused by Shield Tunneling along Curved Section

The deformation of existing pipelines caused by the tunneling of a shield machine along curved sections has not been sufficiently researched, and a corresponding theoretical prediction formula is lacking. This paper derives a prediction formula for the deformation of an existing pipeline caused by shield machine tunneling along a curved section. Further, a finite difference model (FDM) corresponding to an actual project is built. Finally, the deformation of the surface and existing pipelines caused by shield machine tunneling along the curved section is analyzed. The research results show that the results of theoretical prediction, FDM calculation, and field monitoring data are consistent. In addition, the deformation of the surface and the existing pipeline are asymmetrically distributed when the shield machine tunnels along the curve section instead of symmetrically distributed (for straight line segment). When the pipeline is perpendicular to the tunnel axis, the maximum deformation position of the existing pipeline deviates from the tunnel axis by about 0.5 times the tunnel radius. In addition, as the angle β between the pipeline axis and the tunnel axis increases, the maximum deformation position of the pipeline gradually approaches the tunnel axis.

Movement of the particle on the surface of the conveyor belt, arbitrarily oriented in space

The movement of the material on the inclined belt of the conveyor takes place during transportation or its frictional cleaning. For an inclined moving plane (slide), the angle of its inclination to the horizontal plane is decisive. The absolute motion of a particle is the sum of two motions - the portable belt and the relative particle along the belt, so it is affected by the angle between the vectors of the greatest inclination of the plane and the transfer velocity of the plane (tape). The purpose of the study is to determine the motion of a material particle on the conveyor belt for the case when the angle between the vector of the line of greatest inclination of the conveyor plane and the direction of its transfer speed is arbitrary. To do this, the conveyor belt element was depicted as a rectangle with an axis of symmetry drawn along the direction of translational movement. In the initial position, the plane was placed horizontally, so the angle of greatest inclination is absent. In the future, the plane was given an arbitrary location in space due to alternate rotation around the sides bounding its compartment or around the axes of symmetry of the compartment, which is equivalent. The relative and absolute motions of the material particle along the moving web of the conveyor are considered for the case when the line of the greatest inclination of the web plane makes an arbitrary angle with the direction of the portable motion of the web. A system of differential equations of motion is compiled and solved. The obtained results are illustrated graphically. It is established that the nature of the relative motion of a particle on an inclined plane moving rectilinearly and uniformly depends on the direction of the vector of the line of the greatest inclination and the value of the angle of inclination of this plane. If the angle of inclination is less than the angle of friction, then the lateral feed of the particle will eventually stop either on the curved section of the trajectory or on a straight line that is parallel to the line of greatest inclination. The stopping place of the particle depends on the value of the initial velocity. At an angle of inclination of the plane equal to the angle of friction, the particle during the movement along the curved section of the trajectory reduces its initial velocity by half and then moves in a straight line and evenly. If the angle of inclination of the plane is greater than the angle of friction, the particle in relative motion along the curvilinear section of the trajectory first reduces the velocity, and when approaching a rectilinear section, its velocity increases and continues to increase on a rectilinear section of the trajectory. Key words: material particle, conveyor, inclined plane, plane inclination angle, particle velocity

Establishment and comparison of a spatial dynamics model for virtual track train with different steering modes

To solve the urbanization and the economic challenges, a virtual track train (VTT) transportation system has been proposed in China. To evaluate the dynamic behavior of the VTT, a spatial dynamics model has been developed that considers the suspension system and the steering system. Additionally, the model takes into account road irregularity to make simulations more realistic. Based on the newly proposed dynamic model and a designed proportional–integral–derivative (PID) controller, simulation frames of the vehicle and of the VTT are established with the path-tracking performance. The results show that the vehicle and the VTT can run along a desired lane with allowable errors, verifying the proposed model. The vehicle and VTT with the four-wheel steering system show a better dynamic performance than the models with the front-wheel steering system in the curved section. Moreover, the simulation frame can be further applied to dynamics-related assessments, parameter optimization and active suspension control strategy.

Analysis of reinforced retaining wall failure based on reinforcement length

Reinforced retaining walls are structures constructed horizontally to resist earth pressure by leveraging the frictional force imparted by the backfill. Reinforcements are employed because they exhibit excellent safety and economic efficiency. However, insufficient reinforcement can lead to collapse, and excessive reinforcement reduces economic efficiency. Therefore, it is important to select the appropriate type, length, and spacing of reinforcements. However, in actual sites, although the stress and fracture mechanisms in the straight and curved sections of reinforced soil retaining walls differ, the same amount of reinforcements are typically installed. Such an approach can lead to wall collapse or reduce economic feasibility. Therefore, in this study, the behaviours of straight and curved sections fortified with reinforcements of various lengths (1, 3, 5, and 7 m) are predicted through a three-dimensional numerical analysis. The retaining walls are of the same height, but the reinforcement variations in the aforementioned sections influence the wall behaviour differently. Based on the results, the optimum reinforcement lengths for the straight and curved parts were selected. By installing reinforcements of different lengths in these sections, the maximum reinforcing effect with minimum reinforcement was derived. This study further found that the curved section of the wall required more reinforcements, and the reinforcement lengths for the curved and straight sections should be separately optimized.

The effect of replacing non-analytic trajectories with break points on smooth paths to the complexity of deformation and loading processes of materials

This article is devoted to an experimental study of the effect of rounding off corner points of two-link strain trajectories on complex loading processes during elastoplastic deformation of materials. Replacing corner points in their vicinity with local sections of circles allows a nonanalytic trajectory to be replaced with a smooth trajectory. Experimental studies were performed on thin-walled tubular specimens of the low-carbon steel St3 on an SN-EVM automated testing system. The loading programs for tubular specimens were set in the Ilyushin's deviatoric strain space. The rounding of the corner point of a two-link strain trajectory with an angle of 90° between the branches by arcs of circles with curvatures of 200, 400, as well as the rounding of the corner point of a two-link strain trajectory with an angle of 135° between the branches by arcs with curvatures of 400, 800 are considered. The experimental data characterizing the vector and scalar properties of the material are presented. The experimental data show that the effect of complex loading on the relationship between stresses and strains in a curved section is not immediately apparent. In the curved section, the magnitude of the stress vector modulus first increases, and then decreases with the formation of stress dives. The minimum point of the stress dive is located on the next straight branch of the strain trajectory. In the curvilinear section, the angle of delay increases, and in the next straight branch it decreases, and with the increase of the strain it tends to be zero. The rate of decrease of the angle of delay depends little on the differences in the geometry of the previous history of strain trajectory. In the second straight branch, the experimental results for a smooth and original two-link strain trajectories become little distinguishable from each other. Thus, replacing the original non-analytical strain trajectory to a smooth trajectory affects the complexity of the process of deformation and loading of the materials only in the vicinity of the corner point. This circumstance can be taken into account when numerically modeling the processes of elastoplastic deformation of materials and integrating the defining relations, replacing nonanalytic trajectories with smooth ones. This can be taken into account in the numerical calculation of elastic-plastic deformation and integration of constitutive relations, replacing non-analytical strain trajectories by smooth ones.