Effect Of Changes In Velocity Research Articles

Experimental study on cooling heat transfer performance of supercritical CO2 in zigzag printed circuit heat exchanger

The zigzag printed circuit heat exchanger (PCHE) is promising as the precooler in the application of supercritical CO2 (S-CO2) Brayton cycle. In this study, the experimental investigation is conducted to explore the heat transfer performance of supercritical CO2 in the mini channels of zigzag PCHE. The experimental range of pressure, temperature and mass flux is 7.5–9.0MPa, 50–90°C and 300–600kg/(m2·s), respectively. The structural parameters of diameter, pitch, and bend angle are D=2.0mm, Lp = 7.24mm and θ = 40°, respectively. The effects of system pressure, inlet temperature, and mass flux on the heat transfer performance of supercritical CO2 are investigated by measuring multiple temperature points along the zigzag channel. The results show that the heat transfer coefficient exhibits a higher level near the pseudocritical region due to the dramatic thermophysical properties variation of supercritical CO2. Meanwhile, both the change of mass flux and pressure have a significant influence on the S-CO2 heat transfer coefficient, while the effect of inlet temperature is relatively small. Furthermore, the comparison is conducted between the existing heat transfer correlations and the experimental results. Four new cooling heat transfer correlations are proposed and compared by considering the effect of velocity change and cross-sectional thermophysical property variation on heat transfer performance. It is found that adding variates to the correlation can improve the prediction accuracy of the results while iterative calculation becomes more difficult. In order to improve the robustness and prediction accuracy, it is determined to choose the correlation without the density form, which predict 91.5% of the experimental data within ±25% error band.

Simulation of AWJ drilling process using the FEA coupled SPH models: A preliminary study

Abrasive Water Jet machining (AWJM) is one of the most prominent non-traditional machining processes in manufacturing as its ability to machine a variety of materials including ceramics and hard metals without developing any thermal stresses over the target materials. However, the accuracy of the machined materials is challenging to predict due to the lack of study of the machining parameters. In addition, the machining cost is restricted to conduct the real time experiments with different combinations. Therefore, in this research work Smoothed Particle Hydrodynamics (SPH) coupled Finite Element Analysis method is used to examine the effect of change in velocity and stand-off distance on hole diameter and shear stress on Nickel-based superalloys while piercing small holes using the AWJ. In this work, the abrasives and waterjet features are modeled using SPH, and the Finite Element Analysis (FEM) is used to model the target material. A contact called “ERODING_NODES_TO_SURFACE” is set between the workpiece material and SPH particles to simulate the AWJ machining and a software package called LS-DYNA is used to perform the whole simulation. The results of this study bring the suitable parameter settings to produce the quality holes in nickel-based superalloys by using the AWJ with piercing mode.

Inner core anisotropy measured using new ultra-polar PKIKP paths

SUMMARY We measure the seismic anisotropy of the inner core using PKPbc-PKPdf and PKPab-PKPdf differential traveltimes, as a function of the angle ζ between the Earth’s rotation axis and the ray path in the inner core. Previous research relied heavily on body waves originating in the South Sandwich Islands (SSI) and travelling to seismic stations in Alaska to sample inner core velocities with low ζ (polar paths). These SSI polar paths are problematic because they have anomalous travel time anomalies, there are no ultra-polar SSI paths with ζ < 20° and they only cover a small part of the inner core. Here we improve constraints on inner core anisotropy using recently installed seismic stations at high latitudes, especially in the Antarctic, allowing us to measure ultra-polar paths with ζ ranging from 20°–5°. Our new data show that the SSI’s polar events are fast but still within the range of velocities measured from ray paths originating elsewhere. We further investigate the effect of mantle structure on our data set finding that the SSI data are particularly affected by fast velocities underneath the SSI originating from the subducted South Georgia slab, which is currently located just above the core mantle boundary. This fast velocity region results in mantle structure being misinterpreted as inner core structure and we correct for this using a P-wave tomographic model. We also analyse the effect of velocity changes on the ray paths within the inner core and find that faster velocities significantly change the ray path resulting in the ray travelling deeper into the inner core and spending more time in the inner core. To remove this effect, we propose a simple but effective method to correct each event-station pair for the velocity-dependent ray path changes in the inner core, producing a more reliable fractional traveltime measurement. Combining the new ultra-polar data with mantle and ray path corrections results in a more reliable inner core anisotropy measurement and an overall measured anisotropy of 1.9–2.3 per cent for the whole inner core. This is lower than previous body wave studies (3 per cent anisotropy) and in better agreement with the value of inner core anisotropy measured by normal modes (2 per cent anisotropy). We also identify regional variation of anisotropic structure in the top 500 km of the inner core, which appears to be more complex than simple hemispherical variations. These regional variations are independent of the SSI data and are still present when these data are excluded. We also find a potential innermost inner core with a radius of 690 km and stronger anisotropy.

Spectral finite element for vibration analysis of cracked viscoelastic Euler–Bernoulli beam subjected to moving load

In this article, a spectral finite element (SFE) model is presented for vibration analysis of a cracked viscoelastic beam subjected to moving loads. The dynamic shape functions are derived from the exact solution of the governing wave equations and are utilized for frequency-domain representation of a moving load. It is considered with either constant velocity or acceleration; then, the force vector for each spectral element is evaluated. The cracked beam is modeled as two segments connected by a massless rotational spring; thus, the beam dynamic stiffness matrix is extracted in frequency domain by considering compatibility conditions at the crack position. The effects of change in velocity and acceleration of moving load, crack parameters, and viscoelastic material properties on the dynamic response of the SFE beam model are investigated. The accuracy of SFE results is compared with that of finite elements. The results show the ascendency of the SFE model, as compared to FEM, for reducing the number of elements and computational effort, but increasing numerical accuracy.

Computation of trunk equilibrium and stability in free flexion–extension movements at different velocities

Velocity of movement has been suggested as a risk factor for low-back disorders. The effect of changes in velocity during unconstrained flexion–extension movements on muscle activations, spinal loads, base reaction forces and system stability was computed. In vivo measurements of kinematics and ground reaction forces were initially carried out on young asymptomatic subjects. The collected kinematics of three subjects representing maximum, mean and minimum lumbar rotations were subsequently used in the kinematics-driven model to compute results during the entire movements at three different velocities. Estimated spinal loads and muscle forces were significantly larger in fastest pace as compared to slower ones indicating the effect of inertial forces. Spinal stability was improved in larger trunk flexion angles and fastest movement. Partial or full flexion relaxation of global extensor muscles occurred only in slower movements. Some local lumbar muscles, especially in subjects with larger lumbar flexion and at slower paces, also demonstrated flexion relaxation. Results confirmed the crucial role of movement velocity on spinal biomechanics. Predictions also demonstrated the important role on response of the magnitude of peak lumbar rotation and its temporal variation.

Spine and Spinal Cord Injury in Motor Vehicle Crashes: A Function of Change in Velocity and Energy Dissipation on Impact with Respect to the Direction of Crash

To examine the effect of change in velocity (DeltaV) and energy dissipation (IE) on impact, above and below the test levels for Federal MVC Safety Standards, on the incidence of spine fractures (SF), spinal cord injury (SCI)), SF mortality and the associated injury patterns in Frontal (F) and Lateral (L) MVCs. Comparison of 214 patients with SF or SCI with 938 patients who did not have SF or SCI. 1152 MVC adult drivers or front-seat passengers (701 F & 451 L) evaluated at 10 Level I CIREN study Trauma Centers together with vehicle and crash scene engineering reconstruction. Patient seat belt (SB) and/or airbag (AB) use correlated with clinical, or autopsy findings. The relationship between DeltaV and IE rose exponentially as DeltaV increased. Of the 1152 patients, all with AIS> or =3 injuries, there were 214 patients with spine fractures of AIS > or =2. In FMVCs there were more SF patients with Cervical SF than in LMVCs (68F versus 64 L) and more Thoracic (35F versus 21L) and Lumbar (39F versus 16L) SF. However, the incidence of spinal cord injury was greatest in the Cervical SF (33%), compared with the Thoracic SF (18%), or Lumbar SF (2%). Most important, in FMVCs 49% of SF, 47% of SCI and 71% of the SF deaths (p < 0.05) occurred at > mean of 47.4 kph. In contrast, in LMVCs 51% of SF, 52% of SCI and 67% of the SF deaths occurred at DeltaV > mean of 35.3 kph. However, 80% of all deaths in SCI occurred in Cervical SF cases, in these 74% also had a brain injury. In contrast, the deaths in Thoracic SF were due to combinations of brain (45%), thorax (95%) or associated pelvic fracture injuries (50%). Airbag (AB), or Seat belt (SB) restraints appeared to protect FMVC SF patients from SCI at lower DeltaV, but 84% of Cervical SCI patients at DeltaV > 47 kph had AB protection and in a few cases the AB appeared responsible for the SCI. In contrast, 82% of Lumbar SF patients had SB, but in FMVCs where jackknifing due to backloading occurred, improper SB positioning may have contributed to the SF. The implication for SCI in both front seat drivers and passengers in either FMVC or LMVC crashes above their respective DeltaV means is that improved spine fracture protection is necessary at higher DeltaV levels. More effective safety systems to prevent Cervical SCIs should be developed using two-level frontal and side AB & SB+pretensioner devices, which protect against SF at DeltaV both at and 1SD above the FMVC (47 & 72 kph = 30 & 45 mph) and LMVC (35 & 54 kph =22 & 34 mph) means.

Change in Velocity and Energy Dissipation on Impact in Motor Vehicle Crashes as a Function of the Direction of Crash: Key Factors in the Production of Thoracic Aortic Injuries, Their Pattern of Associated Injuries and Patient Survival A Crash Injury Research Engineering Network (CIREN) Study

To examine the effect of change in velocity (MV) and energy dissipation (IE) on impact, above and below the test levels for federal motor vehicle crash (MVC) safety standards, on the incidence of aortic injury (AI) and its mortality and associated injury patterns in frontal (F) and lateral (L) MVCs. Comparison of 80 AI and 796 non-AI patients of AIS=3. Eight hundred seventy-six MVC adult drivers or front-seat passengers (552 F and 324 L) evaluated by 10 Level I CIREN study Trauma Centers together with vehicle and crash scene engineering reconstruction. Patient seatbelt and/or airbag use correlated with clinical or autopsy findings. In AI, 63% of cases were dead at the scene and only 16% survived to leave hospital. The relation between IE dissipated in the MVC and the DeltaV on impact was exponential as DeltaV increased, but the rise in IE for a given DeltaV was greater in LMVC than in FMVC (p <0.05). A more rapid rise in IE/DeltaV occurred above the mean DeltaV of 48 +/- 19.7 kph (30 mph) in FMVC and above the mean DeltaV of 36 +/- 16.2 kph (23 mph) in LMVC. As DeltaV increased above these means, 65% of 46 FMVC aortic injuries (AIs) and 64% of 34 LMVC AIs occurred. In AI patients there was evidence of focusing of the point of IE impact on the upper chest with a higher incidence of rib1-4 fractures than in non-AI (p <0.01) and more brain, heart, lung and spleen injuries (p <0.01) consequent to lower seatbelt use (p <0.01), but LMVC also had more pelvic fx (p <0.05). Airbags + seatbelts in FMVC and seatbelts in LMVC reduced mortality (p <0.05) Comparison of AI incidence in three successive 4-year vehicle model year periods showed a progressive decrease as new safety devices were introduced (p < 0.05). The implications for AI of the focused IE at the upper chest suggest a probable mechanism for MVC AI with the pressurized aortic arch acting as the long arm of a lever system with the fulcrum at the subclavian artery, producing maximum torsional strain at the short arm of the isthmus where 75% of the AIs occurred. AI mortality is also influenced by the associated injuries. To develop more effective safety systems to prevent AI, MVC safety testing with airbags and seatbelts should be carried out at DeltaVs of 1 SD above means for FMVC and LMVC.

Effect of change in velocity on the development of medical complications in patients with multisystem trauma sustained in vehicular crashes

Medical complications such as sepsis or multiple organ system failure increase the morbidity and mortality associated with injuries sustained in car crashes. This study addresses the question of the association, if any, between one crash characteristic, i.e. change in velocity (Δ v), and subsequent medical complications. Data on seventy-six severely injured patients were obtained as part of an in-depth, trauma-center-based study of the biomechanics of vehicular trauma. Factors found to be predictive of the development of complications included patient age≥36 years, Δ v≥30 mph, and injury severity score≥25. Vehicle occupants involved in crashes with a Δ v≥30 mph had a risk of complications more than five times greater than for those in the lower Δ v group. Better knowledge of the dynamics and severity of the crash could help clinical staff anticipate the development of complications and initiate timely prevention strategies.

Fixed-bed adsorption of two linearly adsorbed components in presence of an inert

The effect of velocity changes in fixed-bed adsorption of ternary mixtures (two absorbable components and one inert) is analyzed. In a diluted system governed by linear isotherms transition types are contact discontinuities. It is shown that the velocity variations (nontrace systems) resulting from changes in gas composition influence the transition types producing simple waves or shocks. Roll-up phenomena can appear in the adsorption step. Two models of fixed-bed adsorption are analyzed: a dispersed plug flow model and a plug flow model both with thermodynamic equilibrium between bulk gas phase and solid phase. The mathematical approach for the solution of the equilibrium model is based on the theory of characteristics. The axial dispersion model is solved by orthogonal collocation. Examples of fixed-bed adsorption in a clean bed and desorption of a saturated bed are shown.

On the possibility of the visualization of the velocity distribution in biological samples using SAM

The effect of velocity changes in a biological sample on its image, obtained by using a reflection acoustic microscope, is discussed in the case of a distance between the sample and the lens smaller than the focal length. The effect of the shift of the V(z) curve, caused by a velocity change in the material of the sample, is assumed as the main source of changes in brightness in such images. The value of the shift of V(z) curve is determined theoretically and verified experimentally for layers of glycerol and aqueous glycerol solution. The possibility of interpreting acoustic images as the images of the velocity distribution in the sample is also discussed.

Antarctic bottom water fluctuations in the Vema Channel: Effects of velocity changes on particle alignment and size

The anisotropy of magnetic susceptibility (AMS) and mean particle size in the silt fraction have been measured in surface sediments and down selected cores from the Vema Channel. Results show that a function ( F s ) which represents magnetic grain long axis alignment is highly correlated with variation in mean size of the silt fraction. An increase in alignment is caused by an increase in bottom water velocity which corresponds to an increase in mean particle size. Best alignments and coarsest particle sizes are found in the axis of the Vema Channel. In contrast, poor particle alignment and fine silt mean characteristics the shallower region east of the channel axis, consistent with lower current velocities. Core CH 115-61 was collected near the Level of Least Motion at the transition between northward-flowing Antarctic Bottom Water (AABW) and southward-flowing North Atlantic Deep Water. A positive relationship exists between silt size and AMS in the core. Fluctuations in particle alignment and mean silt size indicate three or four periods of increased velocity during the past 150,000 years. Geographic orientation of the maximum AMS axes in cores CH 115-60 and -61 was accomplished using the declination of remanent magnetism and an axial dipole as the reference azimuth. The data show that the larger magnetic grains in these sediments are aligned normal to the bathymetric trend of the channel which suggests that these grains are aligned by traction transport. The result indicates that AABW in the Vema Channel has flowed along an azimuth of approximately N30°E for the past 150,000 years.