Generic Body Research Articles

‘Cultivating our humanity’ in child and family social work in England

The goal of the social work reform process was to provide a generic framework and single professional body within a broad conception of generic social work. However, debates about the role and nature of social work continue to exist. This paper explores whether contemporary child and family social work is inclined at times to make use of a less humane social work practice with families and children. The policy context and the culture of child and family social work are considered. Implications for social work education are identified. The key message of this paper is twofold. There is a tendency in contemporary child and family social work to become synonymous with a particular version of child protection. The type of child protection adopted tends to be authoritarian with at times a limited consideration of the humanity of parents and adult carers in particular.

Boattail juncture shaping for spin-stabilized rounds in supersonic flight

In this paper, the effects of boattail junction shaping on aerodynamic drag and stability of supersonic spin-stabilized rounds are investigated using computational fluid dynamics. For a generic round body comprising of a secant-ogive nose, a cylindrical body and a conical boattail, the shaping technique was achieved by adding a convex surface of varying degrees of radius of curvature to the junction between the cylindrical body and the boattail. It was shown through numerical simulations that this shaping technique can provide a reduction in aerodynamic drag of up to 5.4 % without destabilizing the round bodies when the radius of curvature is less than 8.8 times the diameter of the cylindrical body. The more gradual change of the flow characteristics, e.g., the pressure over the convex surface, was identified as the main reason for the drag reduction. A unique aspect of the current work is that stability is treated as an integral part of the performance assessment. It was also found that the dynamic instability encountered at large radii of curvature is due to the Magnus effects.

Specific absorption rate in neonates undergoing magnetic resonance procedures at 1.5 T and 3 T.

MRI is finding increased clinical use in neonatal populations; the extent to which electromagnetic models used for quantification of specific absorption rate (SAR) by commercial MRI scanners accurately reflect this alternative scenario is unclear. This study investigates how SAR predictions relating to adults can be related to neonates under differing conditions when imaged using 1.5 T and 3 T MRI scanners. Electromagnetic simulations were produced in neonatal subjects of different sizes and positions within a generic MRI body transmit device operating at both 64 MHz and 128 MHz, corresponding to 1.5 T and 3 T MRI scanners, respectively. An adult model was also simulated, as was a spherical salt‐water phantom, which was also used in a calorimetry experiment. The SAR in neonatal subjects was found to be less than that experienced in an adult in all scenarios; however, the overestimation factor was variable. For example a 3 T body scan resulting in local 10 g SAR of 10.1 W kg−1 in an adult would deposit 2.6 W kg−1 in a neonate: an approximately fourfold difference. The SAR experienced by neonatal subjects undergoing MRI is lower than that in adults in equivalent situations. If the safety of such procedures is assessed using adult‐appropriate models then the result is a conservative estimate. © 2015 The Authors. NMR in Biomedicine published by John Wiley & Sons, Ltd.

Longitudinal–transverse aerodynamic force in viscous compressible complex flow

AbstractWe report our systematic development of a general and exact theory for diagnosis of total force and moment exerted on a generic body moving and deforming in a calorically perfect gas. The total force and moment consist of a longitudinal part (L-force) due to compressibility and irreversible thermodynamics, and a transverse part (T-force) due to shearing. The latter exists in incompressible flow but is now modulated by the former. The theory represents a full extension of a unified incompressible diagnosis theory of the same type developed by J. Z. Wu and coworkers to compressible flow, with Mach number ranging from low-subsonic to moderate-supersonic flows. Combined with computational fluid dynamics (CFD) simulation, the theory permits quantitative identification of various complex flow structures and processes responsible for the forces, and thereby enables rational optimal configuration design and flow control. The theory is confirmed by a numerical simulation of circular-cylinder flow in the range of free-stream Mach number $\def \xmlpi #1{}\def \mathsfbi #1{\boldsymbol {\mathsf {#1}}}\let \le =\leqslant \let \leq =\leqslant \let \ge =\geqslant \let \geq =\geqslant \def \Pr {\mathit {Pr}}\def \Fr {\mathit {Fr}}\def \Rey {\mathit {Re}}M_{\infty }$ between 0.2 and 2.0. The L-drag and T-drag of the cylinder vary with $M_{\infty }$ in different ways, the underlying physical mechanisms of which are analysed. Moreover, each L-force and T-force integrand contains a universal factor of local Mach number $M$. Our preliminary tests suggest that the possibility of finding new similarity rules for each force constituent could be quite promising.

An inductive construction of minimally rigid body–hinge simple graphs

A d-dimensional body–hinge framework is a collection of d-dimensional rigid bodies connected by hinges, where a hinge is a (d−2)-dimensional affine subspace, i.e., pin-joints in 2-space, line-hinges in 3-space, plane-hinges in 4-space and etc. Bodies are allowed to move continuously in Rd so that the relative motion of any two bodies connected by a hinge is a rotation around it and the framework is called rigid if every motion provides a framework isometric to the original one. A body–hinge framework is expressed as a pair (G,p) of a multigraph G=(V,E) and a mapping p from e∈E to a (d−2)-dimensional affine subspace p(e) in Rd. Namely, v∈V corresponds to a body and uv∈E corresponds to a hinge p(uv) which joins the two bodies corresponding to u and v. Then, G is said to be realized as a body–hinge framework (G,p) in Rd, and is called a body–hinge graph. It is known [9,12] that the infinitesimal rigidity of a generic body–hinge framework (G,p) is determined only by its underlying graph G. So, a graph G is called (minimally) rigid if G can be realized as a (minimally) infinitesimally rigid body–hinge framework in d-dimension.In this paper, we shall present an inductive construction for minimally rigid body–hinge simple graphs in d-dimension with d≥3.

A methodology for the identification of inertial properties of small size UAVs

This paper illustrates a procedure for estimating the inertial properties of small size aerial vehicles. An identification algorithm has been developed that, starting from experimental data, estimates the parameters of a physical model describing the pendular motion of a generic rigid body. The attitude time histories of a structure (“cage”), carrying the object whose inertial properties have to be evaluated, are the experimental data obtained through a measurement unit attached to the cage itself. The cage, designed in order to facilitate the assembly issues, is put in pendular motion thanks to a needle shaped pivot, placed to the cage top and leaning against a beam. Before proceeding to the identification of the aerial vehicle inertial properties, several tests have been performed to evaluate the performance of the algorithm. A preliminary effectiveness of the algorithm has been assessed via simulation environment, by artificially creating “virtual” time histories. Afterwards, the algorithm has been validated experimentally by loading the cage with a proof mass of known inertial characteristics. During these experimental tests, specific attention has been focused on the effect of the cage initial attitude on the inertial properties estimate. After this algorithm test phase, the developed methodology has been applied to a small rotary-wing UAV in order to evaluate its inertial properties.

Configuring the mesh size, side taper and wing depth of penaeid trawls to reduce environmental impacts.

The effects of reducing mesh size while concomitantly varying the side taper and wing depth of a generic penaeid-trawl body were investigated to improve engineering performance and minimize bycatch. Five trawl bodies (with the same codends) were tested across various environmental (e.g. depth and current) and biological (e.g. species and sizes) conditions. The first trawl body comprised 41-mm mesh and represented conventional designs (termed the ‘41 long deep-wing'), while the remaining trawl bodies were made from 32-mm mesh and differed only in their side tapers, and therefore length (i.e. 1N3B or ‘long’ and ∼28o to the tow direction vs 1N5B or ‘short’ and ∼35o) and wing depths (‘deep’–97 T vs ‘shallow’–60 T). There were incremental drag reductions (and therefore fuel savings – by up to 18 and 12% per h and ha trawled) associated with reducing twine area via either modification, and subsequently minimizing otter-board area in attempts to standardize spread. Side taper and wing depth had interactive and varied effects on species selectivity, but compared to the conventional 41 long deep-wing trawl, the 32 short shallow-wing trawl (i.e. the least twine area) reduced the total bycatch by 57% (attributed to more fish swimming forward and escaping). In most cases, all small-meshed trawls also caught more smaller school prawns Metapenaeus macleayi but to decrease this effect it should be possible to increase mesh size slightly, while still maintaining the above engineering benefits and species selectivity. The results support precisely optimizing mesh size as a precursor to any other anterior penaeid-trawl modifications designed to improve environmental performance.

Parametric Study of Drag Force on a Formula Student Electric Race Car Using CFD

Aerodynamic drag plays an important role in fuel economy of the vehicle especially for electric cars directly affecting the range. The objective of Aerodynamics subsystem of IIT Bombay racing team is to predict and minimize drag force on the Formula student electric race car thereby improving the performance. A standard generic car body known as Ahmed body is taken to set up simulation parameters in FLUENT by validating a test case against the experimental data available in literature. Variation and dependence of drag force on parameters such as frontal area, distribution of pressure coefficient and pressure loss in wake region is studied numerically. Comparison is made between Formula Student 2013 car Evo2 and newly designed car Evo3 for coming season of Formula Student 2014. A substantial reduction in drag force of 18.8% is achieved which can be attributed to lower frontal area and streamlined bodyworks design. Energy consumption of the vehicle for endurance race is reduced by 11.5 % improving the fuel economy.

Fluid–structure interaction of a square cylinder at different angles of attack

AbstractThis study investigates the free transverse flow-induced vibration (FIV) of an elastically mounted low-mass-ratio square cylinder in a free stream, at three different incidence angles: ${{\alpha }}=0^\circ $, $20^\circ $ and $45^\circ $. This geometric setup presents a body with an angle of attack, sharp corners and some afterbody, and therefore is a generic body that can be used to investigate a wide range of FIV phenomena. A recent study by Nemes et al. (J. Fluid Mech., vol. 710, 2012, pp. 102–130) provided a broad overview of the flow regimes present as a function of both the angle of attack ${{\alpha }}$ and reduced flow velocity ${U^{*}}$. Here, the focus is on the three aforementioned representative angles of attack: ${{\alpha }}=0^\circ $, where the FIV is dominated by transverse galloping; ${{\alpha }}=45^\circ $, where the FIV is dominated by vortex-induced vibration (VIV); and an intermediate value of ${{\alpha }}=20^\circ $, where the underlying FIV phenomenon has previously been difficult to determine. For the ${{\alpha }}=0^\circ $ case, the amplitude of oscillation increases linearly with the flow speed except for a series of regimes that occur when the vortex shedding frequency is in the vicinity of an odd-integer multiple of the galloping oscillation frequency, and the vortex shedding synchronizes to this multiple of the oscillation frequency. It is shown that only odd-integer multiple synchronizations should occur. These synchronizations explain the ‘kinks’ in the galloping amplitude response for light bodies first observed by Bearman et al. (J. Fluids Struct., vol. 1, 1987, pp. 19–34). For the ${{\alpha }}=45^\circ $ case, the VIV response consists of a number of subtle, but distinctly different regimes, with five regimes of high-amplitude oscillations, compared to two found in the classic VIV studies of a circular cylinder. For the intermediate ${{\alpha }}=20^\circ $ case, a typical VIV ‘upper branch’ occurs followed by a ‘higher branch’ of very large-amplitude response. The higher branch is caused by a subharmonic synchronization between the vortex shedding and the body oscillation frequency, where two cycles of vortex shedding occur over one cycle of oscillation. It appears that this subharmonic synchronization is a direct result of the asymmetric body. Overall, the FIV of the square cylinder is shown to be very rich, with a number of distinct regimes, controlled by both ${{\alpha }}$ and ${U^{*}}$. Importantly, ${{\alpha }}$ controls the underlying FIV phenomenon, as well as controlling the types of possible synchronization between the oscillation and vortex shedding.

Three-dimensional geometric analysis of the talus for designing talar prosthetics

Proper understanding of the complex geometric shape of the talus bone is important for the design of generic talar body prosthetics and restoration of the proper ankle joint function after surgery. To date, all talus implants have been patient-specific with the limitation that complex computer modeling is required to produce a mirrored image from the unaffected opposite side followed by machining a patient-specific prosthesis. To develop an "off-the-shelf" non-custom talar prosthesis, it is important to perform a thorough investigation of the geometric shape of the talus bone. This article addresses the applicability of a scaling approach for investigating the geometric shape and similarity of talus bones. This study used computed tomography scan images of the ankle joints of 27 different subjects to perform the analysis. Results of the deviation analyses showed that the deviation in the articulating surfaces of the talus bones was not excessive in terms of talus size. These results suggest that a proposed range of five implant sizes is possible. Finally, it is concluded that the talus bones of the ankle joints are geometrically similar, and a proposed range of five implant sizes will fit a wide range of subjects. This information may help to develop generic talus implants that might be applicable to patients with a severe talus injury.

Calibration Technique for Recovery of Short Duration Aerodynamic Force

Force measurement is one of the key issues for design of high speed vehicle configurations. They are routinely tested in impulse facilities where the test duration is in the order of few milliseconds. Since, the experiments are performed in short test times, it is expected that the model never achieves the steady state. So, the measurement diagnostics must account this fact while inferring the forces from the measured parameters. One of the methods is the determination of characteristics system response function by including the dynamics of the system. The aim of this work is to develop a calibration experimental setup and measure axial force on generic aerodynamic body configurations during a short time (~0.6 ms). A generic aerodynamic model attached to a “stress bar” is suspended freely and an impulse load is applied at the tip of the model. An accelerometer fitted with the model records the signal corresponding to the motion of the model. Then, the system characteristics function (impulse response function) is obtained from input force history and output accelerometer signal and further used to predict any unknown forces of similar nature. The recovered forces are compared well with the applied ones with a reasonable accuracy of ±5%.

‘Plays Well with Others’: The engagement of philosophy of education with other educational research

This essay takes up John White’s argument for an engagement and collaboration of philosophy of education with other disciplines, and in particular with other forms of educational research. It examines the benefits and risks of ‘situated’ or ‘embedded’ philosophy as well as Hannah Arendt’s claims about the separation of philosophy from the public world in which people speak and act. Taking the example of the Canadian context, the essay argues for philosophy of education that works with other disciplines to address pressing educational issues distinctive to Canada, notably the educational recognition and success of Canada’s Indigenous people. The essay closes with the caution that a closer engagement and collaboration of philosophers of education with other forms of educational research should maintain the distinctiveness of philosophical questions rather than seeing the philosophical contribution melt into a generic body of ‘theorizing’.

Interactions between a Sap Beetle, Sabal Palm, Scale Insect, Filamentous Fungi and Yeast, with Discovery of Potential Antifungal Compounds

The multi-trophic relationship between insects, yeast, and filamentous fungi is reported on sabal palm (Sabal palmetto (Walter) Lodd. ex Schult. & Schult. f.). Gut content analyses and observations of adult and larval feeding of the sap beetle Brachypeplus glaber LeConte indicate that niche partitioning of fungal food substrata occurs between adults and larvae. This is the first report of specific mycophagous niche partitioning among beetle life stages based on gut content analyses. Fungi isolated from the beetle gut of adults, larvae, and pupae include species of Fusarium Link, Cladosporium Link, and Penicillium Link, which were differentially ingested by larvae and adults; Fusarium solani and Penicillium species in larvae, whereas F. oxysoproum, F. verticillioides, and Cladosporium in adults. These data indicate the first species-level host data for Brachypeplus Erichson species. Fusarium proliferatum (Matsush.) Nirenberg was the most commonly occurring fungal gut component, being isolated from the palm as well as gut of larvae, pupae, and adults; representing a commonly shared food resource. One species of yeast, Meyerozyma caribbica (Vaughan-Mart. et al.) Kurtzman & Suzuki (basionym = Pichia caribbica), was isolated from all life stages and is likely responsible for anti-fungal properties observed in the pupae and represents a promising source of antifungal compounds; rearing and diagnostic protocols are provided to aid biomedical researchers. Feeding and cleaning behaviors are documented using time-lapse video-micrography, and discussed in a behavioral and functional morphological context. Adults spent long periods feeding, often >1/3 of the two-hour observation period. A generic adult body posture was observed during feeding, and included substrate antennation before and after ingestion. Adult grooming behaviors were manifested in distinct antennal and tarsal cleaning mechanisms. Larval behaviors were different from adults, and larvae feeding on Fusarium fungi immediately ceased all subsequent feeding. This is the first ethogram for any adult or larval sap beetle.

Aerothermodynamics of generic re-entry vehicle with a series of aerospikes at nose

Re-entry of a blunt nosed vehicle is one of the most intriguing problems in any space programme. Especially in light of various space tourism possibilities, there are many works concerning re-entry of commercial blunt nosed space vehicles. In this paper, a generic blunt body re-entry model represented by a hemisphere-cylinder, fitted axisymmetrically with an aerodisk aerospike at the nose is investigated numerically with commercially available control volume based axisymmetric flow solver. The scaled down re-entry model has a base diameter of 40mm and an overall length of 100mm. A 6mm diameter aerospike fitted axisymmetrically at the nose has a hemispherical cap from which another aerospike of 4mm diameter protrudes which again has a hemispherical cap. Two dimensional compressible, axisymmetric Navier Stokes Equations are solved for a turbulent hypersonic flow of a 5 species, chemically reacting air in thermal equilibrium with free stream conditions of Mach no., static pressure and temperature of 10.1, 16,066Pa and 216.65K, respectively. The results are compared with that of re-entry model without any aerospike. Among the cases investigated, the spiked blunt body having two aerospikes in series with lengths l1 and l2 equal to 30 and 20 respectively and overall length-to-diameter ratio of 1.5 showed a favourable reduction in the peak reattachment heat flux along with high reduction in aerodynamic drag and thus stands as a prospective case for blunt body nose configuration for hypersonic flight.

Rigid-Body Water–Surface Impact Dynamics: Experiment and Semianalytical Approximation

An experimental study of the dynamics of a generic rigid body during water impact and an equivalent-radius approximate analytical procedure is developed and calibrated in this study. The experimental tests in a wave basin covered a range of drop heights using a 1/6th-scale model of a practical water-landing object prototype for two drop mechanisms to determine the water impact and contact effects. The first mechanism involved a rope and pulley arrangement, while the second mechanism employed an electromagnetic release to drop the rigid body. Hydrodynamic parameters including peak acceleration and touchdown pressure were measured and the maximum impact/contact force was estimated for various entry speeds (corresponding to various drop heights) and weights of the rigid body. Results from the tests show that the impact acceleration and touchdown pressure increases approximately linearly with increasing drop height and the data provides conditions that keep impact accelerations under specified limits for the rigid-body prototype. The experimentally measured maximum accelerations were compared with classical von Karman and Wagner approximate closed-form solutions. In this study, an improved approximate solution procedure using an equivalent radius concept integrating experimental results with the von Karman and Wagner closed-form solutions is proposed and developed in detail. The resulting semianalytical estimates are calibrated against experimental results and found to provide close matching.

Numerical Study of the Control of Tollmien–Schlichting Waves Using Plasma Actuators

The use of plasma actuators for active transition control in a flat-plate boundary layer is studied numerically. The full unsteady two-dimensional incompressible Navier–Stokes equations are solved with a perturbation formulation using a finite volume discretization. The effect of the plasma actuator is modeled using generic as well as experimentally derived body force distributions. An adaptive control system based on the filtered- least-mean-squares algorithm is included within the simulations. The control system selects the optimum frequency, phase, and amplitude of the body force in order to attenuate Tollmien–Schlichting instability waves. The factors influencing the effectiveness of transition control are discussed. It is shown that the relative size of the instability wavelength and the spatial extent of the body force have a strong influence on control performance. It is also demonstrated that the experimentally derived force distributions produce suboptimal control performance when compared with generic body force distributions. This has implications for the design of plasma actuators for boundary-layer instability control.

Interference effects of cooling airflows on a generic car body

A significant contribution to the aerodynamics of road vehicles is caused by the cooling airflow. The cooling air flows through the engine compartment. Internal losses occur through the radiator and through the engine compartment. Additionally interference effects occur between the flow through the engine compartment and the flow field around the car. For most cars, all these effects result in additional aerodynamic drag, which is caused by the cooling airflow.In this study, numerical and experimental investigations were performed to understand the effects of cooling-air flow on the vehicle's aerodynamics. A generic car-model was equipped with a simplified underhood section. The cooling air mass flow could be varied to understand the cooling air mass flow on the cooling drag. A variety of measurements and numerical simulations were performed to explain the phenomenona of cooling air flows. Total pressure and hot-wire measurements in the wake of the car visualise the flow field, which is altered by the cooling air. Force measurements, surface pressure measurements and oil-streak patterns were performed to understand the influence of the cooling air on the bluff body. With the measurements and with the CFD-simulations, this study will explain where the cooling drag originates from and how the cooling air interferes with the external aerodynamics.

PIV measurement of the flow past a generic car body with wheels at LES applicable Reynolds number

Experiments by using 2D–2C Particle Image Velocimetry (PIV) were carried out and reported concerning the flow field past a generic car body (modified Ahmed body) which is equipped with wheels and wheel-arches. The Reynolds number was chosen to not exceed 2E+5 based on the height of the Ahmed body which makes it possible to investigate the same configuration by means of Large Eddy Simulation (LES). The wheels were rotating but the ground was stationary. The wheel-ground contact was realized by means of small rectangular openings below the wheels in the ground plane in which the wheels were immersed. The transition contour of the immersed wheels and the ground, as well as the rectangular openings below the wheels were properly sealed to prevent parasite flow and to provide well defined boundary conditions for an upcoming LES investigation.The flow field was measured in several planes with normal vectors pointing towards the directions normal to the free stream. Statistical characteristics of the flow are provided and discussed.

Research and Design of a Generic Car Body Electronics Unit Test Tooling

Described a design method of universal test tooling of automotive body electronics unit.The test is divided into two parts of host computer and console computer,the host computer is application related, it is the combination of the test items, in the form of a package combinations on the PC,console computer has nothing to do with the application,it is the combination of the signal channel,achieve a variety of signals channel related to the nature of the body electronics unit in the form of real-time embedded system, As signal channels and interfaces,it establish hardware connection with the EUT(equipment under test), achieve the test interface configuration and monitoring.Through the different test software of the host computer and different connection of console computer with EUT, through clipping of specific testing software, achieved test during the development and production process, and also, testing different automotive electronics by selecting different test software.

Multi-View Human Body Pose Estimation with CUDA-PSO

The authors formulate the body pose estimation as a multi-dimensional nonlinear optimization problem, suitable to be approximately solved by a meta-heuristic, specifically, the particle swarm optimization (PSO). Starting from multi-view video sequences acquired in a studio environment, a full skeletal configuration of the human body is retrieved. They use a generic subdivision-surface body model in 3-D to generate solutions for the optimization problem. PSO then looks for the best match between the silhouettes generated by the projection of the model in a candidate pose and the silhouettes extracted from the original video sequence. The optimization method, in this case PSO, is run in parallel on the Graphics Processing Unit (GPU) and is implemented in Cuda-C™ on the nVidia CUDA™ architecture. The authors compare the results obtained by different configurations of the camera setup, fitness function, and PSO neighborhood topologies.