A Multitasking Electrical Impedance Tomography System Using Titanium Alloy Electrode

This paper presents a multitasking electrical impedance tomography (EIT) system designed to improve the flexibility and durability of an existing EIT system. The ability of the present EIT system to detect, locate, and reshape objects was evaluated by four different experiments. The results of the study show that the system can detect and locate an object with a diameter as small as 1.5 mm in a testing tank with a diameter of 134 mm. Moreover, the results demonstrate the ability of the current system to reconstruct an image of several dielectric object shapes. Based on the results of the experiments, the programmable EIT system can adapt the EIT system for different applications without the need to implement a new EIT system, which may help to save time and cost. The setup for all the experiments consisted of a testing tank with an attached 16-electrode array made of titanium alloy grade 2. The titanium alloy electrode was used to enhance EIT system’s durability and lifespan.

Measurements in Circular Wave Tank With Active Generators

This paper discusses some aspects of the new technology in testing tank for Naval and Ocean Engineering developed at NAOE-Osaka University, Japan, based on the concept of active wavemakers all around the tank perimeter [1]. Past and present measurements shown that the wave field is homogeneous with some restrictions and can keep irregular wave more than 50 wave periods. The experimental results for platform model diffraction force are good and agree with theory and also with early tests [7]. The analyses of wave and platform model force measurements prove the new wave tank concept precision, usefulness and reliability.

On the planar motion mechanism used in ship model testing

In the linear theory of small departures from steady reference motions of submarines and ships it is standard practice to employ the idea of hydrodynamic ‘derivatives’. These derivatives permit the magnitudes of fluid forces and moments to be specified. In recent years it has become common to measure the derivatives by means of a - planar motion mechanism ’ which is essentially a device for oscillating a ship (or submarine) model while it is being towed in a testing tank. The derivatives referred to in the maritime literature have invariably been * slow motion derivatives ’. The theory of the planar motion technique is recast in terms of ‘ oscillatory derivatives ’—or, better. ‘ oscillatory coefficients ’, since they are more appropriate for use where the mechanism is concerned. The idea behind these quantities is borrowed from aeronautical practice, but it requires some adaptation because ( a ) ship models work at the water surface, and ( b ) ships and submarines are subject to significant buoyancy forces. There can be little doubt that the planar motion mechanism is a powerful tool and a reappraisal is perhaps timely since the first mechanism of this sort to be installed in the U.K. has recently been commissioned (1968).

Aeronautical Development in Australia and its Potential Contributions to the British Commonwealth

The Twelfth British Commonwealth and Empire Lecture “ Aeronautical Development in Australia and its Potential Contributions to the British Commonwealth ” was given by Mr. L. P. Coombes, D.F.C., B.Sc, F.C.G.I., F.I.A.S., F.R.Ae.S., Chief Superintendent, Aeronautical Research Laboratories, Melbourne, before the Society on 22nd November 1956 at the Institution of Mechanical Engineers. Mr. E. T. Jones, C.B., O.B.E., F.R.Ae.S., President of the Society, presided and introduced the LecturerMR. E. T. Jones: The British Commonwealth and Empire Lecture was given annually and normally alternated yearly between a resident of the United Kingdom and a resident of a member country of the Commonwealth. This year the lecture was to be given by a resident of Australia and it was his great pleasure to introduce Mr. Coombes. Mr. Coombes had long been a friend and colleague of many of them but as they had a fair number of the younger generation present he would introduce Mr. Coombes properly.Mr. Coombes had served the profession of aeronautics since 1917 when he started as a pilot in the First World War. For ithese services he was awarded the Distinguished Flying Cross. He was a Fellow of the Society and a Fellow of the Institute of the Aeronautical Sciences. He was also a Fellow of the City and Guilds Institute. Mr. Coombes was elected Chairman of the Melbourne Branch of the Royal Aeronautical Society in 1953 and in 1956 he was elected President of the Australian Division of the Society. He was also a most active and enthusiastic member, or delegate rather, of the Commonwealth Advisory Aeronautical Research Council, a body to which he referred in the paper and which came into existence in 1946.Mr. Coombes joined the Royal Aircraft Establishment in the Aero Department in 1924 and a year after transferred to the Marine Aircraft Experimental Establishment at Felixstowe. He was recalled to Farnborough in 1930 to take charge there of the seaplane testing tank which had just been erected and many would remember that Mr. Coombes and the late Mr. W. G. A. Perring worked side by side on that tank for many years. He thought it was about 1938 when he and his family left England when there were no facilities at all in Australia for aeronautical research. Indeed there was no organisation in Australia for aeronautical research and he thought that there was no need personally or professionally for Mr. Coombes to go to Australia because he had already assured for himself an eminent aeronautical career in the British Air Ministry. Mr. Coombes therefore was just as much a pioneer, aeronautically speaking, as those men of sail who set out from England two centuries before him. Mr. Coombes was both architect and designer of the Aeronautical Research Laboratories in Melbourne and was now the leader there of a strong team of scientists and engineers who had made quite a reputation in the aeronautical sciences for the high quality of their work.He would like now to read a message from Australia from Mr. Isbister, the honorary secretary of the Australian Division, which said: “ Please convey to our President, Mr. L. P. Coombes, best wishes for a successful British Commonwealth and Empire Lecture. From Council and members of the Australian Division.”

The Evolution of a Tank Transmission

This paper describes, substantially in chronological order, the stages of an investigation into the theory and design of steering mechanisms for armoured fighting vehicles. The first step was an inquiry, partly by simple experiment and partly by analysis, into the mechanics of a skidding track; the application of the conclusions to a complete vehicle led to unexpected results in regard to the forces and powers involved, and explained the unsatisfactory behaviour of earlier transmissions designed on a purely empirical basis. This was followed by review and analysis (although not necessarily in the classified order given in the paper) of existing or known types of mechanisms applicable to tank steering. An experimental mechanism of the coupled-differential type was then constructed in order to verify the conclusions drawn. Before it could be completed, the necessity arose for a rapid increase in the production of tanks beyond the limit of size and weight at which existing steering mechanisms could be expected to be satisfactory, at a time when limited production resources put a premium upon economical design. There were grounds for believing that the triple-differential mechanism, devised at that time, would combine the desired technical performance with comparative economy in production; this expectation was confirmed, although only after a period (outside that covered by the paper) of development of detail reliability. The problem of testing tank transmissions was also studied and the plant finally devised and constructed for this purpose has a number of interesting technical features. The technical elaboration of the internal mechanics of tank transmissions, accumulated in the course of the study, has been omitted from the paper as lacking in general interest. It reached its maximum of complexity in the case of the test plant and is left as an exercise for the student. The problem of the effect of centrifugal force still awaits a complete solution.