Minimum Power Speed Research Articles

К вопросу выбора и оптимизации параметров непрерывной лазерной сварки чугуна

Introduction. Cast iron extremely poorly tolerate thermal welding cycles, and therefore it is necessary to choose carefully the technological parameters. The main parameters of continuous laser welding are: the power of laser radiation, the welding speed, the parameters of the focusing system. The aim of the work is to determine the optimal power and speed of continuous laser welding of cast iron, depending on the geometry of the weld. In this paper, the welding seams obtained on samples of gray alloyed cast iron with a pearlitic metal base, using an LS-1 ytterbium fiber laser, are studied. Research methods. The geometric parameters of the joints were quantified in the program for quantitative analysis and image processing ImageJ. The obtained data were processed by regression analysis. To optimize the process parameters, an orthogonal plan of the passive experiment was developed, including nine experiments in which the factors varied at three equally spaced levels. The quality parameters in the passive experiment were the geometric dimensions of the weld pool and the size of the quenched zone. To solve the optimization problem, we used the methods of gray relational analysis and linear programming. Results and Discussions. The obtained regression models explain a significant proportion of the variance of the dependent variables, the regression coefficients, as well as the models themselves, are statistically significant, which indicates a close linear relationship between the seam geometry and the process parameters. The calculated shape of the weld pool depending on the radiation power and welding speed shows that the required welding seam of the required dimensions can be obtained at various process parameters which allow solving a multi-criteria optimization problem. The gray relational evaluation of the geometric parameters of the seam shows that the most correct parameters in terms of obtaining the seam of the maximum depth with the minimum width, convexity (concavity) and the quenched zone are the minimum power and maximum welding speed. The calculation of the optimal radiation power and welding speed depending on the seam depth showed that welding of small thicknesses is optimally carried out with minimal power, and the seam depth is adjusted by changing the beam speed. Welding of large thicknesses is optimal at high speed, and to increase the depth of the seam, the power must increase.

Bird Velocity Optimization as Inspiration for Unmanned Aerial Vehicles in Urban Environments

Small unmanned aerial vehicles (SUAVs) operating in urban environments must deal with complex wind flows and endurance limitations caused by current battery technology. Birds offer inspiration regarding how to fly in these environments and how to exploit complex wind flows as an energy source. On a broad scale, migrating birds adjust airspeed to minimize cost of transport (COT) in response to wind conditions, but it is unknown whether birds implement these strategies in fine-scale, complex environments. GPS backpacks were used to track 11 urban nesting gulls and found they soared extensively during daily commutes, using thermal and orographic updrafts. This paper outlines COT theory and proposes a model for optimizing airspeed for wind while maintaining flight trajectory. The gull flight paths were tested for COT adjustments, considering their flapping and soaring strategies, and it was found that the birds were able to make energy savings of 31% based on having a best glide speed when soaring that was similar to their minimum power speed when flapping. These models calculated optimum airspeeds based on wind speed and direction and could be implemented on SUAV platforms with wind sensing capabilities. This approach could significantly reduce energy requirements for SUAVs flying in urban environments.

Nathusius' bats optimize long-distance migration by flying at maximum range speed.

Aerial migration is the fastest, yet most energetically demanding way of seasonal movement between habitats. However, for many taxa, and bats in particular, we lack a clear understanding of the energy requirements for migration. Here, we examined the energetic cost and flight speed of the long-distance migratory Nathusius' bat (Pipistrellus nathusii). We measured flight metabolism in relation to airspeed in a wind tunnel, inferred the optimal traveling speed over long distances, i.e. maximum range speed, and compared this value with flight speed measured in wild conspecifics. Body mass and wing morphologies were similar in captive and wild bats, indicating that the body condition of captive bats was similar to that of migratory bats. Nine out of the 12 captive bats exhibited a U-shaped relationship between flight metabolic power and airspeed when flying in the wind tunnel. The flight metabolic rate across all airspeeds averaged 0.98±0.28 W, which corresponds well to established allometric relationships between flight metabolic rate and body mass for bats. During summer migration, P. nathusii traveled at an average speed of 6.9±0.7 m s-1, which was significantly higher than the minimum power speed (5.8±1.0 m s-1), yet within the range of expected maximum range speed inferred from wind tunnel experiments. This suggests that P. nathusii may migrate at an energetically optimal speed and that aerial refueling does not substantially lower migratory speed in P. nathusii.

Flight motor modulation with speed in the hawkmoth Manduca sexta

The theoretical underpinnings for flight, including animal flight with flapping wings, predict a curvilinear U-shaped or J-shaped relationship between flight speed and the power required to maintain that speed. Experimental data have confirmed this relationship for a variety of bird and bat species but not insects, possibly due to differences in aerodynamics and physiology or experimental difficulties. Here we quantify modulation of the main flight motor muscles (the dorsolongitudinal and dorsoventral) via electromyography in hawkmoths (Manduca sexta) flying freely over a range of speeds in a wind tunnel and show that these insects exhibit a U-shaped speed-power relationship, with a minimum power speed of 2ms−1, indicating that at least large flying insects achieve sufficiently high flight speeds that drag and power become limiting factors.

European shags optimize their flight behavior according to wind conditions.

Aerodynamics results in two characteristic speeds of flying birds: the minimum power speed and the maximum range speed. The minimum power speed requires the lowest rate of energy expenditure per unit time to stay airborne and the maximum range speed maximizes air distance traveled per unit of energy consumed. Therefore, if birds aim to minimize the cost of transport under a range of wind conditions, they are predicted to fly at the maximum range speed. Furthermore, take-off is predicted to be strongly affected by wind speed and direction. To investigate the effect of wind conditions on take-off and cruising flight behavior, we equipped 14 European shags Phalacrocorax aristotelis with a back-mounted GPS logger to measure position and hence ground speed, and a neck-mounted accelerometer to record wing beat frequency and strength. Local wind conditions were recorded during the deployment period. Shags always took off into the wind regardless of their intended destination and take-off duration was correlated negatively with wind speed. We combined ground speed and direction during the cruising phase with wind speed and direction to estimate air speed and direction. Whilst ground speed was highly variable, air speed was comparatively stable, although it increased significantly during strong head winds, because of stronger wing beats. The increased air speeds in head winds suggest that birds fly at the maximum range speed, not at the minimum power speed. Our study demonstrates that European shags actively adjust their flight behavior to utilize wind power to minimize the costs of take-off and cruising flight.

The Energy Benefits of the Pantograph Wing Mechanism in Flapping Flight: Case Study of a Gull

Bird wings generally contain a 4-bar pantograph mechanism in the forearm that enables the wrist joint to be actuated from the elbow joint thus reducing the number of wing muscles and hence reducing the wing inertia and inertial drag. In this paper we develop a theoretical model of inertial power for flapping flight to estimate the advantage of the 4-bar pantograph mechanism by comparing the inertial power required for the case where wrist muscles are present in the forearm with the case where wrist muscles are not present in the forearm. It is difficult to predict how wrist muscles would look when there is no pantograph mechanism. Therefore a lower bound and upper bound case are defined. The lower bound case involves redistributing the elbow muscles with no increase in wing mass. The upper bound case involves replicating the biceps-triceps muscles near the wrist joint. At minimum power speed the model estimates that the 4-bar pantograph mechanism reduces the inertial power for the gull from between 6.1%–12.3% and reduces the overall power by 0.6%–1.2%. When account is taken of the tight margins involved in the design of a flying vehicle, the energy savings produced by the pantograph mechanism are significant. A ring-billed gull was chosen for the case study and an adult specimen was obtained to gather morphometric data. Lessons for the design of flapping micro air vehicles are discussed.

The aerodynamic cost of flight in the short-tailed fruit bat (Carollia perspicillata): comparing theory with measurement

Aerodynamic theory has long been used to predict the power required for animal flight, but widely used models contain many simplifications. It has been difficult to ascertain how closely biological reality matches model predictions, largely because of the technical challenges of accurately measuring the power expended when an animal flies. We designed a study to measure flight speed-dependent aerodynamic power directly from the kinetic energy contained in the wake of bats flying in a wind tunnel. We compared these measurements with two theoretical predictions that have been used for several decades in diverse fields of vertebrate biology and to metabolic measurements from a previous study using the same individuals. A high-accuracy displaced laser sheet stereo particle image velocimetry experimental design measured the wake velocities in the Trefftz plane behind four bats flying over a range of speeds (3-7 m s(-1)). We computed the aerodynamic power contained in the wake using a novel interpolation method and compared these results with the power predicted by Pennycuick's and Rayner's models. The measured aerodynamic power falls between the two theoretical predictions, demonstrating that the models effectively predict the appropriate range of flight power, but the models do not accurately predict minimum power or maximum range speeds. Mechanical efficiency--the ratio of aerodynamic power output to metabolic power input--varied from 5.9% to 9.8% for the same individuals, changing with flight speed.

The Effect of Aerodynamic Braking on the Inertial Power Requirement of Flapping Flight: Case Study of a Gull

There has been an unresolved question of whether there is any significant degree of aerodynamic braking during wing deceleration in the flapping flight of birds, with direct analogies existing with flapping micro air vehicles. Some authors have assumed a complete conversion of kinetic energy into (useful) aerodynamic work during wing deceleration. Other authors have assumed no aerodynamic braking. The different assumptions have led to predictions of inertial power requirements in birds differing by a factor of 2. Our work is the first to model the aerodynamic braking forces on the wing during wing deceleration. A model has been developed that integrates the aerodynamic forces along the length of the wing and also throughout the wing beat cycle. A ring-billed gull was used in a case study and an adult specimen was used to gather morphometric data including a steady state measurement of the lift coefficient. The model estimates that there is a 50% conversion of kinetic energy into useful aerodynamic work during wing deceleration for minimum power speed. This aerodynamic braking reduces the inertial power requirement from 11.3% to 8.5% of the total power. The analysis shows that energy conversion is sensitive to wing inertia, amplitude of flapping, lift coefficient and wing length. The aerodynamic braking in flapping micro air vehicles can be maximised by maximising flap angle, maximising wing length (for a given inertia), minimising inertia and maximising lift coefficient.

Air speeds of migrating birds observed by ornithodolite and compared with predictions from flight theory

We measured the air speeds of 31 bird species, for which we had body mass and wing measurements, migrating along the east coast of Sweden in autumn, using a Vectronix Vector 21 ornithodolite and a Gill WindSonic anemometer. We expected each species’ average air speed to exceed its calculated minimum-power speed (Vmp), and to fall below its maximum-range speed (Vmr), but found some exceptions to both limits. To resolve these discrepancies, we first reduced the assumed induced power factor for all species from 1.2 to 0.9, attributing this to splayed and up-turned primary feathers, and then assigned body drag coefficients for different species down to 0.060 for small waders, and up to 0.12 for the mute swan, in the Reynolds number range 25 000–250 000. These results will be used to amend the default values in existing software that estimates fuel consumption in migration, energy heights on arrival and other aspects of flight performance, using classical aeronautical theory. The body drag coefficients are central to range calculations. Although they cannot be measured on dead bird bodies, they could be checked against wind tunnel measurements on living birds, using existing methods.

Using Theoretical Flight Speeds to Discriminate Birds from Insects in Radar Studies

Abstract. Marine radar is a tool widely used in the study of bird migration, but in most cases it cannot identify detected objects to species. For this reason airspeed is used as one of the main criteria to separate birdlike from insectlike targets, but this criterion has not been tested outside the temperate regions where it was developed. We used a theoretical approach for calculating minimum-power speeds (Vmp) and maximum-range speeds (Vmr) of birds and insects to estimate an interval of airspeeds from which an appropriate value of the criterion can be selected and to propose a criterion based on flight speed for the Isthmus of Tehuantepec in southern Mexico. This approach, with data from 36 species of insects and 60 of passerines either known to occur or similar to species occurring in southern Mexico, found that although Vmp of insects and birds overlaps at 5.5 m sec-1, birds generally fly faster than insects. After combining our results with data from the literature, we conclude that the best airspe...

Flight metabolism in relation to speed in Chiroptera: Testing the U-shape paradigm in the short-tailed fruit batCarollia perspicillata

Aerodynamic theory predicts that flight for fixed-wing aircraft requires more energy at low and high speeds compared with intermediate speeds, and this theory has often been extended to predict speed-dependent metabolic rates and optimal flight speeds for flying animals. However, the theoretical U-shaped flight power curve has not been robustly tested for Chiroptera, the only mammals capable of flapping flight. We examined the metabolic rate of seven Seba's short-tailed fruit bats (Carollia perspicillata) during unrestrained flight in a wind tunnel at air speeds from 1 to 7 m s(-1). Following intra-peritoneal administration of (13)C-labeled Na-bicarbonate, we measured the enrichment in (13)C of exhaled breath before and after flight. We converted fractional turnover of (13)C into metabolic rate and power, based on the assumption that bats oxidized glycogen during short flights. Power requirements of flight varied with air speed in a U-shaped manner in five out of seven individuals, whereas energy turnover was not related to air speed in two individuals. Power requirements of flight were close to values predicted by Pennycuick's aerodynamic model for minimum power speed, but differed for maximum range speed. The results of our experiment support the theoretical expectation of a U-shaped power curve for flight metabolism in a bat.

The effect of an external transmitter on the drag coefficient of a bird’s body, and hence on migration range, and energy reserves after migration

Externally mounted transmitters or loggers may adversely affect migration performance for reasons other than the effects of added mass. The added frontal area of a payload box increases drag, and if the box triggers separation of the boundary layer over the posterior body, the drag coefficient could also be increased, possibly by a large amount. Any such effects would lead directly to a decreased migration range and reduced energy reserves on completion of migration. We measured the body drag coefficients of Rose-coloured Starlings in the Seewiesen wind tunnel by the wingbeat-frequency method. The speed at which the wingbeat frequency passed through a minimum was taken to be an estimate of the minimum-power speed (Vmp), from which the body drag coefficient was calculated in turn. Dummy transmitter boxes were mounted on the bird’s back by attaching them with Velcro to a side-loop harness pad. The pad alone projected 6 mm above the bird’s back, and increased the drag coefficient by nearly 50%, as compared to the “clean” configuration with no harness. Adding boxes (square-ended or streamlined) produced no further significant increase in the drag coefficient, but the addition of a sloping antenna increased it to nearly twice the clean value. These increases are attributed to separation of the boundary layer over the posterior upper body, triggered by the payload. We then ran computer simulations of a particular Barnacle Goose, for which detailed information was available from an earlier satellite-tracking project, to see how its migration range and reserves on arrival would be affected if its transmitter installation also caused flow separation and affected the body drag coefficient in a similar way. By representing the range calculation in terms of energy height, we separated the effect of the transmitter’s mass, which reduces the fat fraction (and hence also energy height) at departure, from that of flow separation, which steepens the energy gradient. The effect of the mass is small, and increases only slightly with increasing distance, whereas a steeper energy gradient not only reduces the range but also reduces the reserves remaining on arrival, to an extent that increases with migration distance. Energy height is related to the fat fraction rather than the fat mass, and is therefore preferable to energy as such, for expressing reserves in birds of different sizes.

When three per cent may not be three per cent; device-equipped seabirds experience variable flight constraints

Current guidelines for instrumenting birds state that external devices should not exceed 3–5% of the birds’ body mass; however, the energetic consequences of carrying any given device mass are likely to vary according to the morphology and ecology of the species concerned. We used a freeware program to estimate the mechanical power requirements of flight at the minimum power speed for 80 species of flying seabird from 8 major groups with payloads of increasing mass. Devices representing 3% of the bird’s body mass resulted in an increase in energy expenditure for flight ranging from 4.67 to 5.71% without accounting for the increase in body drag coefficient associated with external devices. This effect differed within and between seabird lineages with members of the Alcidae and Phalacrocoracidae experiencing the highest energetic costs of any increase in device mass. We propose that device effects on seabirds could be further reduced through consideration of species-specific effects of added payload and drag.

Vortex wake, downwash distribution, aerodynamic performance and wingbeat kinematics in slow-flying pied flycatchers

Many small passerines regularly fly slowly when catching prey, flying in cluttered environments or landing on a perch or nest. While flying slowly, passerines generate most of the flight forces during the downstroke, and have a 'feathered upstroke' during which they make their wing inactive by retracting it close to the body and by spreading the primary wing feathers. How this flight mode relates aerodynamically to the cruising flight and so-called 'normal hovering' as used in hummingbirds is not yet known. Here, we present time-resolved fluid dynamics data in combination with wingbeat kinematics data for three pied flycatchers flying across a range of speeds from near hovering to their calculated minimum power speed. Flycatchers are adapted to low speed flight, which they habitually use when catching insects on the wing. From the wake dynamics data, we constructed average wingbeat wakes and determined the time-resolved flight forces, the time-resolved downwash distributions and the resulting lift-to-drag ratios, span efficiencies and flap efficiencies. During the downstroke, slow-flying flycatchers generate a single-vortex loop wake, which is much more similar to that generated by birds at cruising flight speeds than it is to the double loop vortex wake in hovering hummingbirds. This wake structure results in a relatively high downwash behind the body, which can be explained by the relatively active tail in flycatchers. As a result of this, slow-flying flycatchers have a span efficiency which is similar to that of the birds in cruising flight and which can be assumed to be higher than in hovering hummingbirds. During the upstroke, the wings of slowly flying flycatchers generated no significant forces, but the body-tail configuration added 23 per cent to weight support. This is strikingly similar to the 25 per cent weight support generated by the wing upstroke in hovering hummingbirds. Thus, for slow-flying passerines, the upstroke cannot be regarded as inactive, and the tail may be of importance for flight efficiency and possibly manoeuvrability.

The metabolic power requirements of flight and estimations of flight muscle efficiency in the cockatiel (Nymphicus hollandicus)

Little is known about how in vivo muscle efficiency, that is the ratio of mechanical and metabolic power, is affected by changes in locomotory tasks. One of the main problems with determining in vivo muscle efficiency is the large number of muscles generally used to produce mechanical power. Animal flight provides a unique model for determining muscle efficiency because only one muscle, the pectoralis muscle, produces nearly all of the mechanical power required for flight. In order to estimate in vivo flight muscle efficiency, we measured the metabolic cost of flight across a range of flight speeds (6-13 m s(-1)) using masked respirometry in the cockatiel (Nymphicus hollandicus) and compared it with measurements of mechanical power determined in the same wind tunnel. Similar to measurements of the mechanical power-speed relationship, the metabolic power-speed relationship had a U-shape, with a minimum at 10 m s(-1). Although the mechanical and metabolic power-speed relationships had similar minimum power speeds, the metabolic power requirements are not a simple multiple of the mechanical power requirements across a range of flight speeds. The pectoralis muscle efficiency (estimated from mechanical and metabolic power, basal metabolism and an assumed value for the 'postural costs' of flight) increased with flight speed and ranged from 6.9% to 11.2%. However, it is probable that previous estimates of the postural costs of flight have been too low and that the pectoralis muscle efficiency is higher.

Investigation of rotorcraft-pilot couplings under flight-path constraint below the minimum-power speed

AbstractIn some situations, closed loop control by the pilot can result in the combined pilot-aircraft system becoming marginally stable or even unstable. This can happen whether the pilot is controlling attitude or flight path. In this paper, an investigation into helicopter stability under flight-path constraint below the minimum-power speed is reported. The work provides a theoretical basis for flight path handling qualities criteria particularly for flight on the, so-called, back-side of the power curve. The research uses the theory of weakly coupled systems by partitioning the helicopter longitudinal dynamics to investigate three interacting subsystems – classically the surge mode, the phugoid mode and the heave mode. Under certain conditions, strong control of flight path or vertical speed is shown to drive the aircraft-pilot system unstable and a conflict is shown to exist between feedback gain values to guarantee stability of both the surge and the flight path motions. This conflict constitutes a potential source of adverse rotorcraft-pilot couplings. The problems are exacerbated in cases when the use of collective control is restricted. The phenomenon is explored in both ground based simulation and flight test to provide a verification of the theory.

Perch-hunting in insectivorous Rhinolophus bats is related to the high energy costs of manoeuvring in flight

Foraging behaviour of bats is supposedly largely influenced by the high costs of flapping flight. Yet our understanding of flight energetics focuses mostly on continuous horizontal forward flight at intermediate speeds. Many bats, however, perform manoeuvring flights at suboptimal speeds when foraging. For example, members of the genus Rhinolophus hunt insects during short sallying flights from a perch. Such flights include many descents and ascents below minimum power speed and are therefore considered energetically more expensive than flying at intermediate speed. To test this idea, we quantified the energy costs of short manoeuvring flights (<2 min) using the Na-bicarbonate technique in two Rhinolophus species that differ in body mass but have similar wing shapes. First, we hypothesized that, similar to birds, energy costs of short flights should be higher than predicted by an equation derived for bats at intermediate speeds. Second, we predicted that R. mehelyi encounters higher flight costs than R. euryale, because of its higher wing loading. Although wing loading of R. mehelyi was only 20% larger than that of R. euryale, its flight costs (2.61 ± 0.75 W; mean ± 1 SD) exceeded that of R. euryale (1.71 ± 0.37 W) by 50%. Measured flight costs were higher than predicted for R. mehelyi, but not for R. euryale. We conclude that R. mehelyi face elevated energy costs during short manoeuvring flights due to high wing loading and thus may optimize foraging efficiency by energy-conserving perch-hunting.

A quantitative comparison of bird and bat wakes

Qualitative comparison of bird and bat wakes has demonstrated significant differences in the structure of the far wake. Birds have been found to have a unified vortex wake of the two wings, while bats have a more complex wake with gradients in the circulation along the wingspan, and with each wing generating its own vortex structure. Here, we compare quantitative measures of the circulation in the far wake of three bird and one bat species. We find that bats have a significantly stronger normalized circulation of the start vortex than birds. We also find differences in how the circulation develops during the wingbeat as demonstrated by the ratio of the circulation of the dominant start vortex and the total circulation of the same sense. Birds show a more prominent change with changing flight speed and a relatively weaker start vortex at minimum power speed than bats. We also find that bats have a higher normalized wake loading based on the start vortex, indicating higher relative induced drag and therefore less efficient lift generation than birds. Our results thus indicate fundamental differences in the aerodynamics of bird and bat flight that will further our understanding of the evolution of vertebrate flight.

Flight speeds of swifts (Apus apus): seasonal differences smaller than expected

We have studied the nocturnal flight behaviour of the common swift (Apus apus L.), by the use of a tracking radar. Birds were tracked from Lund University in southern Sweden during spring migration, summer roosting flights and autumn migration. Flight speeds were compared with predictions from flight mechanical and optimal migration theories. During spring, flight speeds were predicted to be higher than during both summer and autumn due to time restriction. In such cases, birds fly at a flight speed that maximizes the overall speed of migration. For summer roosting flights, speeds were predicted to be lower than during both spring and autumn since the predicted flight speed is the minimum power speed that involves the lowest energy consumption per unit time. During autumn, we expected flight speeds to be higher than during summer but lower than during spring since the expected flight speed is the maximum range speed, which involves the lowest energy consumption per unit distance. Flight speeds during spring were indeed higher than during both summer and autumn, which indicates time-selected spring migration. Speeds during autumn migration were very similar to those recorded during summer roosting flights. The general result shows that swifts change their flight speed between different flight behaviours to a smaller extent than expected. Furthermore, the difference between flight speeds during migration and roosting among swifts was found to be less pronounced than previously recorded.

The mechanical power requirements of avian flight

A major goal of flight research has been to establish the relationship between the mechanical power requirements of flight and flight speed. This relationship is central to our understanding of the ecology and evolution of bird flight behaviour. Current approaches to determining flight power have relied on a variety of indirect measurements and led to a controversy over the shape of the power-speed relationship and a lack of quantitative agreement between the different techniques. We have used a new approach to determine flight power at a range of speeds based on the performance of the pectoralis muscles. As such, our measurements provide a unique dataset for comparison with other methods. Here we show that in budgerigars (Melopsittacus undulatus) and zebra finches (Taenopygia guttata) power is modulated with flight speed, resulting in U-shaped power-speed relationship. Our measured muscle powers agreed well with a range of powers predicted using an aerodynamic model. Assessing the accuracy of mechanical power calculated using such models is essential as they are the basis for determining flight efficiency when compared to measurements of flight metabolic rate and for predicting minimum power and maximum range speeds, key determinants of optimal flight behaviour in the field.