Journal articles: 'Camber angle'

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bin Md Shah, Mohd Zarif, Mohd Ridh bin Abu Bakar, and Bambang Basuno. "The Aerodynamics Analysis on Cambered Fuselage Model." Applied Mechanics and Materials 660 (October 2014): 492–97. http://dx.doi.org/10.4028/www.scientific.net/amm.660.492.

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There various factors gives influence in determining the fuselage shapes, such as the payload, cockpit, wing and tail placements or in manner up and down loading the payload for a cargo aircraft. These factors may come up the fuselage is no longer as symmetrical fuselage but represent as a cambered fuselage. As results the lift coefficient as well as its pitching moment coefficient is no longer equal to zero as the angle of attack goes to zero. Basically the manner how to determine the fuselage aerodynamics characteristics for cambered fuselage can be done in similar way as in the case of symmetrical fuselage by simply replacing the angle of attack α term with (α-αL=0), where αL=0 represent the angle of attack at zero lift. The present work use a similar manner in determining the zero lift angle of attack as it had been used in DATCOM software. To investigate the effect of camber on the aerodynamics characteristic fuselage, the present work use a fuselage model with a circular cross section where the location of center of the circle placed along the fuselage’s camber line. The fuselage’s camber line defined according to the definition of camber line of NACA airfoils. Aerodynamics analysis on over various fuselage models indicate that the maximum camber line thickness and their position give a significant influent to the fuselage aerodynamics characteristics.

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Wilkinson, Stuart. "Static Pressure Distributions Over 2D Mast/Sail Geometries." Marine Technology and SNAME News 26, no. 04 (October 1, 1989): 333–37. http://dx.doi.org/10.5957/mt1.1989.26.4.333.

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A variable-camber aerofoil with integral pressure tappings has been built to investigate the nature of the flows around two-dimensional, highly cambered, sail-like aerofoil sections with circular masts. Data have been obtained in the form of static pressure distributions over representative ranges of Reynolds number, camber ratio, incidence angle, mast diameter/chord ratio and mast angle. Two sail shapes—based on the NACA a = 0.8 and NACA 63 mean-line camber distributions—were involved in the test program. All flow regimes present have been identified and related to the salient model and flow parameters.

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PARCZEWSKI, Krzysztof, and Henryk WNĘK. "The influence of vehicle body roll angle on the motion stability and maneuverability of the vehicle." Combustion Engines 168, no. 1 (February 1, 2017): 133–39. http://dx.doi.org/10.19206/ce-2017-121.

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The article discusses the impact of design solutions of vehicle suspensions into angles of body roll. It was shown which type of suspensions is better from this point of view. There were examined the dependence of the suspensions parameters on the vehicle body roll angle. The influence of camber angle on the force transmitted to the tire contact with the road surface was analysed. The lateral forces were measured on the test stand. There was tested dependency of lateral forces from the sideslip angle for different angles of camber. Was analysed change of lateral forces generated by camber angle on the vehicle which was made on a scale ~ 1:5 during tests carried out on the testing track. For this purpose, two tests have been selected: first one allowing the measurement in steady motion conditions, the second one with dynamic change of direction of vehicle motion. The graphs show the effect of camber angles on the controllability and stability of the vehicle motion.

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Zhang, Hailang, Yu Hu, and Gengqi Wang. "The effect of aerofoil camber on cycloidal propellers." Aircraft Engineering and Aerospace Technology 90, no. 8 (November 5, 2018): 1156–67. http://dx.doi.org/10.1108/aeat-08-2016-0128.

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Purpose This paper aims to investigate the impact of aerofoil camber on the performance of micro-air-vehicle-scale cycloidal propellers. Design/methodology/approach First, experiments were conducted to validate the numerical methodology. After that, three turbulent models were compared to select the most accurate one. Then, 2D numerical simulation was carried out on 11 aerofoils with different cambers, including five cambered aerofoils, one symmetrical aerofoil and five inverse cambered aerofoils. The inverse cambered aerofoils are symmetrical about the chord line to the corresponding cambered ones. Findings The cycloidal propeller with large cambered aerofoil gives the lowest hovering efficiency, but with symmetrical aerofoil or small inverse cambered aerofoil shows the highest. Also, blades with large cambered aerofoil display high performance at the upper part of its trajectory, while with symmetrical aerofoil or the inverse cambered aerofoil have their best at the lower part. In addition, intensified downwash can be observed in the rotor cage for all cases. When a blade runs through the top-left part of its circle path, all cases display the feature of deep dynamic stall. When the blade travels through the nadir of its path, the actual angle of attack is close to zero due to the strong downwash. Furthermore, there exits intensified blade-vortex interaction induced by the preceding blade for large cambered aerofoils at the lower-right part of its trajectory. Practical implications This paper develops a new cycloidal propeller which is more efficient than the one already present. Originality/value This paper discovers that the aerofoil camber is a vital design parameter in the performance of cycloidal propeller, and the authors expect that the rotor with deformable aerofoil on camber would achieve much higher efficiency.

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Ataei, Mansour, Chen Tang, Amir Khajepour, and Soo Jeon. "Active camber system for lateral stability improvement of urban vehicles." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 14 (March 18, 2019): 3824–38. http://dx.doi.org/10.1177/0954407019832436.

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A suspension system with the capability of cambering has an additional degree of freedom for changing camber angle to increase the maximum lateral tire force. This study investigates the effects of cambering on overall vehicle stability with emphasis on applications to urban vehicles. A full vehicle model with a reliable tire model including camber effects is employed to investigate the vehicle dynamics behavior under cambering. Besides, a linearized vehicle model is used to analytically study the effects of camber lateral forces on vehicle dynamics. Vehicle behavior for different configurations of camber angles in front and rear wheels is studied and compared. Then, an active camber system is suggested for improvement of vehicle lateral stability. Specifically, performances of active front camber, active rear camber, and their combination are investigated. The results show that a proper strategy for camber control can improve both yaw rate and sideslip angle, simultaneously. Finally, the active front camber system is compared with the well-known active front steering. It is shown that, utilizing more friction forces at the limits, active front camber is more effective in improving maneuverability and lateral stability than active front steering.

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Harara, Mitsuhiko, Hidekazu Suzuki, Tsuyoshi Takeo, and Keiji Isoda. "Vehicle Dynamics Control with Variable Alignment Suspension." Journal of Robotics and Mechatronics 7, no. 4 (August 20, 1995): 301–6. http://dx.doi.org/10.20965/jrm.1995.p0301.

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This study discusses the effect of variable alignment control suspension on vehicle dynamics by altering the suspension arm's length. In this system, two of the four arms of the front multi-link suspension can extend or contract depending on each driving condition to control the camber and caster angles independently. a camber angle and a caster angle are altered by the action of upper and lower control actuators. The camber angle control contributes to the increase in a turning limit with the improvement of tire footprints condition, and the caster angle and caster trail control aid the wheel's ability to right itself with a suitable steering feeling for the driver. Vehicle tests are conducted using a prototype vehicle equipped with a variable alignment control system to clarify the above effects, and remarkable improvements in a vehicle dynamics are verified.

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7

Fujioka, T. "Tire Cornering Properties at Large Camber Angle: Mechanism of Camber Torque." JSAE Review 16, no. 1 (January 1995): 113. http://dx.doi.org/10.1016/0389-4304(95)94883-o.

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8

Kim, S., K. Kondo, and T. Akasaka. "Contact Pressure Distribution of Radial Tire in Motion With Camber Angle." Tire Science and Technology 28, no. 1 (January 1, 2000): 2–32. http://dx.doi.org/10.2346/1.2135988.

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Abstract Theoretical and experimental study is conducted on the contact pressure distribution of a radial tire in motion under various camber angles. Tire construction is modeled by a spring bedded elastic ring, consisted of sidewall springs and a composite belt ring. The contact area is assumed to be a trapezoidal shape, varying with camber angles and weighted load. The basic equation in a quasi-static form is derived for the deformation of a running belt with a constant velocity by the aid of Lagrange-Euler transformation. Galerkin's method and stepwise calculation are applied for solving the basic equation and the mechanical boundary condition along both sides of the contact belt part subjected to shearing forces transmitted from the sidewall spring. Experimental results on the contact pressure, measured by pressure sensors embedded in the surface of the drum tester, correspond well with the calculated ones for the test tire under various camber angles, running velocities, and weighted loads. These results indicate that a buckling phenomenon of the contact belt in the widthwise direction occurs due to the effect of camber angle.

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Buckley, Shelley M., and Yagesh N. Bhambhani. "The Effects of Wheelchair Camber on Physiological and Perceptual Responses in Younger and Older Men." Adapted Physical Activity Quarterly 15, no. 1 (January 1998): 15–24. http://dx.doi.org/10.1123/apaq.15.1.15.

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This study examined the effects of 0, 4, and 8 degrees camber on the physiological and perceptual responses in younger (19-44 years) and older (45-74 years) sedentary, able-bodied men propelling a wheelchair at 2 kmh. Physiological and perceptual (rating of perceived exertion, RPE) responses were monitored using standardized procedures. Significant increases (p < .05) in oxygen uptake, ventilation rate, and heart rate were observed with increasing camber angle. These values were not significantly (p > .05) different between age groups. Central and peripheral RPE was unchanged as a result of camber angle in either group. Central RPE was significantly higher (p < .05) for the older participants at a camber angle of 8 degrees. It was concluded that the physiological stress increases with camber angle during manual wheelchair propulsion at 2 kmh in younger and older men. The higher perceptual stress in older participants could be due to performance at a higher percentage of their maximum physiological capacity.

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10

Communier, David, Ruxandra Mihaela Botez, and Tony Wong. "Design and Validation of a New Morphing Camber System by Testing in the Price—Païdoussis Subsonic Wind Tunnel." Aerospace 7, no. 3 (March 7, 2020): 23. http://dx.doi.org/10.3390/aerospace7030023.

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This paper presents the design and wind tunnel testing of a morphing camber system and an estimation of performances on an unmanned aerial vehicle. The morphing camber system is a combination of two subsystems: the morphing trailing edge and the morphing leading edge. Results of the present study show that the aerodynamics effects of the two subsystems are combined, without interfering with each other on the wing. The morphing camber system acts only on the lift coefficient at a 0° angle of attack when morphing the trailing edge, and only on the stall angle when morphing the leading edge. The behavior of the aerodynamics performances from the MTE and the MLE should allow individual control of the morphing camber trailing and leading edges. The estimation of the performances of the morphing camber on an unmanned aerial vehicle indicates that the morphing of the camber allows a drag reduction. This result is due to the smaller angle of attack needed for an unmanned aerial vehicle equipped with the morphing camber system than an unmanned aerial vehicle equipped with classical aileron. In the case study, the morphing camber system was found to allow a reduction of the drag when the lift coefficient was higher than 0.48.

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11

Sakai, H. "Study on Cornering Properties of Tire and Vehicle." Tire Science and Technology 18, no. 3 (July 1, 1990): 136–69. http://dx.doi.org/10.2346/1.2141697.

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Abstract This paper presents theoretical analysis on the cornering properties of tire and vehicle. First, the side force, braking driving forces and self-aligning torque on the tire are shown as functions of slip angle, slip ratio, camber angle and load. Next, the steady cornering properties of the vehicle using these tires are analyzed with the rolling conditions. Slip angle, slip ratio, camber angle and load, and forces and moments of the four tires are calculated. Effects of main factors on the above vehicle properties such as the load distribution, camber/roll ratio, front/rear drive ratio, tire size, tire wear, tire inflation pressure and tire friction are discussed.

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Wang, Di, Changbin He, Haiqing Wang, Fei Liu, Haiqing Tian, and Liang Ma. "DESIGN AND EXPERIMENTAL OPTIMIZATION OF AIRFOIL-TRIANGLE SIEVE FOR HAMMER MILL." INMATEH Vol.61 61, no. 2 (August 31, 2020): 315–22. http://dx.doi.org/10.35633/inmateh-61-34.

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The performance of a hammer mill is affected by the formation of a circulation layer. In this paper, an airfoil-triangle sieve was designed to destroy the circulation layer and improve the performance of the hammer mill. To determine the optimal design parameters of the airfoil-triangle sieve, three-factor and three-level tests were carried out by using the productivity and output per kW•h as the evaluation indexes and the airfoil camber, angle of attack and isosceles angle as the influencing factors. The order of the influences on the productivity was airfoil camber>angle of attack>isosceles angle. The order of the influences on the output per kW•h was angle of attack>airfoil camber>isosceles angle. The optimum combination after parameter optimization was determined to be as follows: airfoil camber of 0.15, angle of attack of 10° and isosceles angle of 113°. A test was carried out with to the optimum parameter combination. The results showed that the productivity and output per kW•h were 1101.56 kg/h and 188.97 kg/kW•h, respectively, which were consistent with the predicted results. The regression model was reliable.

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Young, Jieh-Shian, Hong-Yi Hsu, and Chih-Yuan Chuang. "Camber Angle Inspection for Vehicle Wheel Alignments." Sensors 17, no. 2 (February 3, 2017): 285. http://dx.doi.org/10.3390/s17020285.

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Chen, Jing Ru, Zhen Zhou Zhao, and Tao Li. "Characteristic Analysis of Three-Bladed Darrieus Wind Turbine Based on the Multiple Streamtube Model." Applied Mechanics and Materials 651-653 (September 2014): 663–67. http://dx.doi.org/10.4028/www.scientific.net/amm.651-653.663.

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The paper analyzes the effect of airfoil thickness, camber and blade pitch angle on the performance of the three-bladed Darrieus wind turbines. The research results show that the increase of airfoil thickness, camber and pitch angle of blade, can improve power coefficient when the wind turbine tip speed ratio between zero and four. The increase of thickness and camber of the airfoil leads to running tip speed ratio range of wind turbine get narrowed, and reduces the power coefficient when wind turbine runs in high tip speed ratio range. When the pitch angle of blade is 1˚, power coefficient reaches the maximum value. Negative pitch angle has a bad impact on power coefficient and even creates negative power coefficients.

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ICHIKAWA, Masaru, Takashi INOMATA, Kenichi HARANO, and Tsuyoshi NISHIWAKI. "A-11 Influence of camber angle on running." Proceedings of the Symposium on sports and human dynamics 2015 (2015): _A—11–1_—_A—11–6_. http://dx.doi.org/10.1299/jsmeshd.2015._a-11-1_.

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Wozniak, Ryszard, Stanislaw Taryma, and Piotr Mioduszewski. "Tire camber angle influence on tire-pavement noise." Noise Control Engineering Journal 63, no. 3 (May 1, 2015): 216–24. http://dx.doi.org/10.3397/1/376320.

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KAGEYAMA, Ichiro, and Satoru KUWAHARA. "2501 Modelling of Tire Characteristics with Camber Angle." Proceedings of the Transportation and Logistics Conference 2000.9 (2000): 27–30. http://dx.doi.org/10.1299/jsmetld.2000.9.27.

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Yu, Jie, Xiong Chen, and Hong Wen Li. "Numerical Simulation of Cold Swirl Field for Solid Fuel Ramjet with NACA Airfoil." Applied Mechanics and Materials 716-717 (December 2014): 711–16. http://dx.doi.org/10.4028/www.scientific.net/amm.716-717.711.

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In order to study the swirl flow characteristics in the solid fuel ramjet chamber, a new type of annular vane swirler with NACA airfoil is designed. The cold swirl flow field in the chamber is numerically simulated with different camber and t attack angle, while the swirl number , swirl flow field structure, total pressure recovery coefficient were studied. According to numerical simulation result, the main factors in swirl number are camber and angle of attack, the greater angle of attack, the greater the camber ,the stronger swirl will be. Results show that the total pressure loss is mainly concentrated in the inlet section, the total pressure loss cause by vane swirler is small. Radial velocity gradient exists in swirling flow, and increases with the swirl number. With the influence of centrifugal force and combustion chamber structure, the radial velocity gradient increases.

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Maeda, Taro, and Hideyuki Ando. "Omnidirectional Mobility Following Through Trochoidal Trajectory." Journal of Robotics and Mechatronics 31, no. 4 (August 20, 2019): 567–82. http://dx.doi.org/10.20965/jrm.2019.p0567.

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The trochoid is a geometrically complete solution for realizing omnidirectional mobility with a rotating mechanism. The proposed mechanism is implemented as a novel omnidirectional vehicle with following a geometrically complete trochoidal trajectory. Because the mechanism has a large camber angle, it has an improved ability to travel past rough terrain as compared to a regular vehicle with regular wheels. In this paper, a complete mechanical control using link mechanism to generate not only the steering angle and camber angle for an ideal trochoidal wave but also the angular velocity of the wheel axis is proposed.

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MYERS, MATTHEW R., and E. J. KERSCHEN. "Influence of camber on sound generation by airfoils interacting with high-frequency gusts." Journal of Fluid Mechanics 353 (December 25, 1997): 221–59. http://dx.doi.org/10.1017/s0022112097007349.

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A theoretical model is developed for the sound generated when a convected disturbance encounters a cambered airfoil at non-zero angle of attack. The model is a generalization of a previous theory for a flat-plate airfoil, and is based on a linearization of the Euler equations about the steady, subsonic flow past the airfoil. High-frequency gusts, whose wavelengths are short compared to the airfoil chord, are considered. The airfoil camber and incidence angle are restricted so that the mean flow past the airfoil is a small perturbation to a uniform flow. The singular perturbation analysis retains the asymptotic regions present in the case of a flat-plate airfoil: local regions, which scale on the gust wavelength, at the airfoil leading and trailing edges; a ‘transition’ region behind the airfoil which is similar to the transition zone between illuminated and shadow regions in optical problems; and an outer region, far away from the airfoil edges and wake, in which the solution has a geometric-acoustics form. For the cambered airfoil, an additional asymptotic region in the form of an acoustic boundary layer adjacent to the airfoil surface is required in order to account for surface curvature effects. Parametric calculations are presented which illustrate that, like incidence angle, moderate amounts of airfoil camber can significantly affect the sound field produced by airfoil–gust interactions. Most importantly, the amount of radiated sound power is found to correlate very well with a single aerodynamic loading parameter, αeff, which is an effective mean-flow incidence angle for the airfoil leading edge.

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Gao, Ji, Rui Shan Yuan, Ming Hui Zhang, and Yong Hui Xie. "Numerical Study on Thrust Generation Performance of Plunging Airfoils." Applied Mechanics and Materials 312 (February 2013): 235–38. http://dx.doi.org/10.4028/www.scientific.net/amm.312.235.

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In this paper, the effects of angle of attack, camber and camber location on propulsion performance of flapping airfoils undergoing plunging motion were numerically studied at Re=20000 and h=0.175. The unsteady incompressible viscous flow around four different airfoil sections was simulated applying the dynamic mesh. The results show that the time averaged thrust coefficient CTmean and propulsive efficiency η of the symmetric airfoil decrease with the increasing angle of attack, and the variation of CTmean is more obvious than that of CPmean. Both CTmean and η for NACA airfoils studied in this paper decrease with the increasing camber and the difference between the propulsion performances of different airfoils is not obvious, and the thrust generation and power of various NACA airfoils gradually increase during the downstroke and decrease during the upstroke. Under the same conditions, the airfoil with a further distance between the maximum camber location and the chord of the leading edge leads to higher propulsive efficiency.

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Ayton, Lorna J., and N. Peake. "On high-frequency noise scattering by aerofoils in flow." Journal of Fluid Mechanics 734 (October 8, 2013): 144–82. http://dx.doi.org/10.1017/jfm.2013.477.

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AbstractA theoretical model is developed for the sound scattered when a sound wave is incident on a cambered aerofoil at non-zero angle of attack. The model is based on the linearization of the Euler equations about a steady subsonic flow, and is an adaptation of previous work which considered incident vortical disturbances. Only high-frequency sound waves are considered. The aerofoil thickness, camber and angle of attack are restricted such that the steady flow past the aerofoil is a small perturbation to a uniform flow. The singular perturbation analysis identifies asymptotic regions around the aerofoil; local ‘inner’ regions, which scale on the incident wavelength, at the leading and trailing edges of the aerofoil; Fresnel regions emanating from the leading and trailing edges of the aerofoil due to the coalescence of singularities and points of stationary phase; a wake transition region downstream of the aerofoil leading and trailing edge; and an outer region far from the aerofoil and wake. An acoustic boundary layer on the aerofoil surface and within the transition region accounts for the effects of curvature. The final result is a uniformly-valid solution for the far-field sound; the effects of angle of attack, camber and thickness are investigated.

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23

Kagami, S., T. Akasaka, H. Shiobara, and A. Hasegawa. "Analysis of the Contact Deformation of a Radial Tire with Camber Angle." Tire Science and Technology 23, no. 1 (January 1, 1995): 26–51. http://dx.doi.org/10.2346/1.2137494.

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Abstract The contact deformation of a radial tire with a camber angle, has been an important problem closely related to the cornering characteristics of radial tires. The analysis of this problem has been considered to be so difficult mathematically in describing the asymmetric deformation of a radial tire contacting with the roadway, that few papers have been published. In this paper, we present an analytical approach to this problem by using a spring bedded ring model consisting of sidewall spring systems in the radial, the lateral, and the circumferential directions and a spring bed of the tread rubber, together with a ring strip of the composite belt. Analytical solutions for each belt deformation in the contact and the contact-free regions are connected by appropriate boundary conditions at both ends. Galerkin's method is used for solving the additional deflection function defined in the contact region. This function plays an important role in determining the contact pressure distribution. Numerical calculations and experiments are conducted for a radial tire of 175SR14. Good agreement between the predicted and the measured results was obtained for two dimensional contact pressure distribution and the camber thrust characterized by the camber angle.

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Jacobellis, George, Farhan Gandhi, Thomas T. Rice, and Michael Amitay. "Computational and Experimental Investigation of Camber-Morphing Airfoils for Reverse Flow Drag Reduction on High-Speed Rotorcraft." Journal of the American Helicopter Society 65, no. 1 (January 1, 2020): 1–14. http://dx.doi.org/10.4050/jahs.65.012001.

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Through computational fluid dynamics simulations and wind tunnel tests, this study examines a NACA 63-218 airfoil in reverse flow at Rec=375,000 and demonstrates reduction in reverse flow drag through the introduction of reflex camber. Of the three contributors to drag—ram pressure on the upper surface near the trailing edge, suction on the lower surface near the trailing edge, and bluff body separation at the rounded nose—reflex camber (where the camber line near the trailing edge of the airfoil is deflected upward) influences the first two, reducing exposure to ram drag on the upper surface while rotating the suction on the lower surface away from the direction of drag. Particle image velocimetry and surface pressure measurements were utilized in experiment to directly compare with the results obtained through simulation. As expected, the flow was dominated by separation over the sharp trailing edge, where at moderate angles of attack (α <190°), a separation bubble was observed; the use of reflex camber reduced the extent of this separation. The simulations (unsteady Reynolds-averaged Navier–Stokes with and without the Spalart–Allmaras turbulence model) captured the reduction in separation at the trailing-edge well, as there was good agreement between the velocity fields when compared to experiments. This yielded maximum drag reductions near 60% for a 10° reflex camber, compared to reductions near 50% in experiments. Even greater percentage reductions in drag (up to 70%) were observed with a larger 15° reflex angle (not tested experimentally) for nose-up pitch angles greater than 5°in reverse flow. With simulations at a higher Reynolds number (1.5 million) showing very similar drag reductions, using reflex camber over inboard blade sections appears to have significant promise for alleviating reverse flow drag on edgewise rotors at high advance ratio.

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Yamazaki, S., T. Fujikawa, A. Hasegawa, and S. Ogasawara. "Indoor Test Procedures for Evaluation of Tire Treadwear and Influence of Suspension Alignment." Tire Science and Technology 17, no. 4 (October 1, 1989): 236–73. http://dx.doi.org/10.2346/1.2141687.

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Abstract Laboratory wear test procedures for automobile tires are described, as are the influences of alignments such as camber angle and toe angle. Ply-steer and conicity were considered in determining slip angles in straight-ahead rolling on a drum. Wear patterns produced by different alignment configurations simulated the range of patterns observed in road tests. This, together with good wear rate comparisons, supports our belief that road-test conditions are sufficiently reproducible in the laboratory to yield valid wear test results.

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Lamy, C., and M. Basset. "Vision-based determination of wheel camber angle and tire deflection." IFAC Proceedings Volumes 41, no. 2 (2008): 7116–21. http://dx.doi.org/10.3182/20080706-5-kr-1001.01206.

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MAEDA, Taro. "Verification of versatility of trochoid mobility by camber angle control." Proceedings of JSME annual Conference on Robotics and Mechatronics (Robomec) 2020 (2020): 2A1—N12. http://dx.doi.org/10.1299/jsmermd.2020.2a1-n12.

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Yoshino, Takahiko, and Hiromichi Nozaki. "Camber Angle Control Method Corresponding to the Electric Vehicle Age." Engineering 06, no. 08 (2014): 472–84. http://dx.doi.org/10.4236/eng.2014.68049.

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Matsumura, Ryota, and Genya Ishigami. "Modeling of wheel camber angle control for slope traversal motion." Proceedings of the Symposium on the Motion and Vibration Control 2019.16 (2019): A104. http://dx.doi.org/10.1299/jsmemovic.2019.16.a104.

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Li, Chen, Hongming Wang, and Peiting Sun. "Numerical Investigation of a Two-Element Wingsail for Ship Auxiliary Propulsion." Journal of Marine Science and Engineering 8, no. 5 (May 9, 2020): 333. http://dx.doi.org/10.3390/jmse8050333.

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The rigid wingsail is a new type of propulsion equipment which greatly improves the performance of the sailboat under the conditions of upwind and downwind. However, such sail-assisted devices are not common in large ships because the multi-element wingsail is sensitive to changes in upstream flow, making them difficult to operate. This problem shows the need for aerodynamic study of wingsails. A model of two-element wingsail is established and simulated by the steady and unsteady RANS approach with the k-ω SST turbulence model and compared with the known experimental data to ensure the accuracy of the numerical simulation. Then, some key design and structural parameters (camber, the rotating axis position of the flap, angle of attack, flap thickness) are used to characterize the aerodynamic characteristics of the wingsail. The results show that the position of the rotating shaft of the flap has little influence on the lift coefficient at low camber. When stall occurs, the lift coefficient first increases and then decreases as the flap axis moves backward, which also delays the stall angle at a low camber. At the high camber of AOA = 6°, the lift coefficient always increases with the increase of the rotating axis position of the flap; especially between 85% and 95%, the lift coefficient increases suddenly, which is caused by the disappearance of large-scale flow separation on the suction surface of the flap. It reflects the nonlinear coupling effect between camber of wingsail and the rotating axis position of the flap

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Harvey, C., V. B. Baliga, P. Lavoie, and D. L. Altshuler. "Wing morphing allows gulls to modulate static pitch stability during gliding." Journal of The Royal Society Interface 16, no. 150 (January 2019): 20180641. http://dx.doi.org/10.1098/rsif.2018.0641.

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A gliding bird's ability to stabilize its flight path is as critical as its ability to produce sufficient lift. In flight, birds often morph the shape of their wings, but the consequences of avian wing morphing on flight stability are not well understood. Here, we investigate how morphing the gull elbow joint in gliding flight affects their static pitch stability. First, we combined observations of freely gliding gulls and measurements from gull wing cadavers to identify the wing configurations used during gliding flight. These measurements revealed that, as wind speed and gusts increased, gulls flexed their elbows to adopt wing shapes characterized by increased spanwise camber. To determine the static pitch stability characteristics of these wing shapes, we prepared gull wings over the anatomical elbow range and measured the developed pitching moments in a wind tunnel. Wings prepared with extended elbow angles had low spanwise camber and high passive stability, meaning that mild perturbations could be negated without active control. Wings with flexed elbow angles had increased spanwise camber and reduced static pitch stability. Collectively, these results demonstrate that gliding gulls can transition across a broad range of static pitch stability characteristics using the motion of a single joint angle.

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Radt, H. S., and D. A. Glemming. "Normalization of Tire Force and Moment Data." Tire Science and Technology 21, no. 2 (April 1, 1993): 91–119. http://dx.doi.org/10.2346/1.2139525.

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Abstract Semi-empirical theories of tire mechanics are employed to determine appropriate means to normalize forces, moments, angles, and slip ratios. Force and moment measurements on a P195/70R 14 tire were normalized to show that data at different loads could then be superimposed, yielding close to one normalized curve. Included are lateral force, self-aligning torque, and overturning moment as a function of slip angle, inclination angle, slip ratio, and combinations. It is shown that, by proper normalization of the data, one need only determine one normalized force function that applies to combinations of slip angle, camber angle, and load or slip angle, slip ratio, and load. Normalized curves are compared for the effects of inflation pressure and surface water thickness. Potential benefits as well as limitations and deficiencies of the approach are presented.

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Wang, Wei Dong, and Tian Yi Yan. "Modeling and Simulation of MacPherson Suspension Based on LMS Virtual.Lab Motion." Applied Mechanics and Materials 494-495 (February 2014): 24–27. http://dx.doi.org/10.4028/www.scientific.net/amm.494-495.24.

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A model of the Macpherson front suspension system assembly was built by using LMS Virtual.Lab Motion. The kinematics simulation for the Macpherson suspension was carried out under the simulation of parallel wheel travel. The result shows that the angles of toe, camber, castor all comply with the design requirements, but kingpin inclination angle and wheel track have a little big, it is necessary to further optimization and improvement.

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Dighe, Vinit, Dhruv Suri, Francesco Avallone, and Gerard van Bussel. "Ducted wind turbines in yawed flow: a numerical study." Wind Energy Science 6, no. 5 (September 22, 2021): 1263–75. http://dx.doi.org/10.5194/wes-6-1263-2021.

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Abstract. Ducted wind turbines (DWTs) can be used for energy harvesting in urban areas where non-uniform flows are caused by the presence of buildings or other surface discontinuities. For this reason, the aerodynamic performance of DWTs in yawed-flow conditions must be characterized depending upon their geometric parameters and operating conditions. A numerical study to investigate the characteristics of flow around two DWT configurations using a simplified duct-actuator disc (AD) model is carried out. The analysis shows that the aerodynamic performance of a DWT in yawed flow is dependent on the mutual interactions between the duct and the AD, an interaction that changes with duct geometry. For the two configurations studied, the highly cambered variant of duct configuration returns a gain in performance by approximately 11 % up to a specific yaw angle (α= 17.5∘) when compared to the non-yawed case; thereafter any further increase in yaw angle results in a performance drop. In contrast, performance of less cambered variant duct configuration drops for α>0∘. The gain in the aerodynamic performance is attributed to the additional camber of the duct that acts as a flow-conditioning device and delays duct wall flow separation inside of the duct for a broad range of yaw angles.

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35

Feng, Mei, Jaime Gonzalez, James A. Olson, Carl Ollivier-Gooch, and Robert W. Gooding. "Numerical Simulation and Experimental Measurement of Pressure Pulses Produced by a Pulp Screen Foil Rotor." Journal of Fluids Engineering 127, no. 2 (October 29, 2004): 347–57. http://dx.doi.org/10.1115/1.1881672.

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Pressure screening is an efficient means of removing various contaminants that degrade the appearance and strength of paper. A critical component of a screen is the rotor, which induces a tangential velocity to the suspension and produces pressure pulses to keep the screen apertures clear. To understand the effect of key design and operating variables for a NACA foil rotor, a computational fluid dynamic (CFD) simulation was developed using FLUENT, and the results were compared to experimental measurements. Comparing the pressure pulses obtained through CFD to experimental measurements over a wide range of foil tip speeds, clearances, angles of attack, and foil cambers, general trends of the pressure pulses were similar, but the overall computed values were 40% smaller than the measured values. The pressure pulse peak was found to increase linearly with the square of tip speed for all the angles of attack studied. The maximum magnitudes of negative pressure pulse occurred for the NACA 0012 and 4312 foils at a 5deg angle of attack and for the NACA 8312 foil at 0deg. The stall angle of attack was found to be ∼5deg for NACA 8312, ∼10deg for NACA 4312, and ∼15deg for NACA 0012. The positive pressure peak near the leading edge of the foil was eliminated for foils operating at a positive angle of attack. The magnitude of the negative pressure coefficient peak increased as clearance decreased. Increased camber increases both the magnitude and width of the negative pressure pulse.

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36

ENNOS, A. ROLAND. "The Importance of Torsion in the Design of Insect Wings." Journal of Experimental Biology 140, no. 1 (November 1, 1988): 137–60. http://dx.doi.org/10.1242/jeb.140.1.137.

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A model insect wing is described in which spars of corrugated membrane which incorporate stiffening veins branch serially from a V-section leading edge spar. The mechanical behaviour of this model is analysed. The open, corrugated spars possess great resistance to bending, but are compliant in torsion. Torsion of the leading edge spar will result in torsion and relative movement of the rear spars. As a result camber will automatically be set up in the wing as it twists. Aerodynamic forces produced during the wing strokes will result in torsion and camber of the wing which should improve its aerodynamic efficiency. The effects of varying parameters of the wing model are examined. For given wing torsion, higher camber is given by spars branching from the leading edge at a lower angle, by spars which curve posteriorly, and by spars which diverge from each other. Wings of three species of flies were each subjected to two series of mechanical tests. Application of a force behind the torsional axis caused the wings to twist and to develop camber. Immobilizing basal regions of the leading edge greatly reduced compliance to torsion and camber, as predicted by the theoretical model. Aerodynamic forces produced during a half-stroke are sufficient to produce observed values of torsion and camber, and to maintain changes in pitch caused by inertial effects at stroke reversal.

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cheng, Gang, Weidong Wang, Guoqun Zhao, Yanjin Guan, and Zhonglei Wang. "Influence of Camber Angle on Rolling Radial Tire under Braking State." Procedia Engineering 15 (2011): 4310–15. http://dx.doi.org/10.1016/j.proeng.2011.08.809.

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TAKEKI, Satoshi, and Hirohiko OGINO. "Research on Dynamics of Two Wheel Vehicle with Large Camber Angle." Proceedings of Mechanical Engineering Congress, Japan 2017 (2017): S1150101. http://dx.doi.org/10.1299/jsmemecj.2017.s1150101.

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LIN, Utena, and Hirohiko Ogino. "Research on High Maneuverability Tricycle with Variable Rear Wheel Camber Angle." Proceedings of Mechanical Engineering Congress, Japan 2018 (2018): G1001002. http://dx.doi.org/10.1299/jsmemecj.2018.g1001002.

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Li, Xue-Zhe, Zhao-Yao Shi, Ke Li, and Yu-Kun Li. "A Metrological Method of the Profile Camber Angle of Aeroengine Blades." MAPAN 35, no. 3 (August 25, 2020): 387–96. http://dx.doi.org/10.1007/s12647-020-00384-3.

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Kravchenko, Igor F., Vasyl V. Loginov, Yevgene O. Ukrainets, and Pavlo A. Hlushchenko. "Aerodynamic Characteristics of a Straight Wing with a Spiroid Wingtip Device." Transactions on Aerospace Research 2021, no. 2 (June 1, 2021): 46–62. http://dx.doi.org/10.2478/tar-2021-0010.

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Abstract Spiroid wingtip devices (WD) offer a promising way of improving the lift drag ratio of UAVs, but may on the other hand lead to negative aerodynamic interference of the wing with the WD and deterioration of the aerodynamic characteristics as compared to a wing without the WD. Determining the influence of the geometric parameters of a spiroid WD on aerodynamic wing characteristics, however, remains an understudied field. In our study, we investigated the influence of the following geometrical parameters on wing aerodynamic characteristics with WD: area, radius, camber angle, constriction, and pitch of the spiroid. We found that the positive effect of the WD is present at a relative radius > 0.05, as well as with an increase in the lift coefficient C L as a result of an increase in the proportion of inductive resistance. For example, with the Reynolds number Re = 2.1×105 for a rectangular wing with an aspect ratio θ = 5.12 equipped with a spiroid WD with =0.15 the quality gain is almost 10% at C L = 0.5, and at C L = 0.7 is almost 20% and at C L = 0.7 – almost 20% compared to a wing without WD. Moreover, we found that a change in the camber angle WD θ provides an increase in the derivative of the lift coefficient with respect to the angle of attack in the range from θ = 0° to θ = 130°. By changing the camber angle, it is possible to increase the lift drag ratio of the layout up to 7.5% at θ = 90° compared to θ = 0° at the Reynolds number Re = 2.1×105. From the point of view of ensuring maximum lift drag ratio and minimum inductive drag, the angle θ = 90° is the most beneficial.

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bin Abu Bakar, Mohd Ridh, Bambang Basuno, and Sulaiman Hasan. "Aerodynamics Analysis on Unsymmetrical Fuselage Models." Applied Mechanics and Materials 315 (April 2013): 273–77. http://dx.doi.org/10.4028/www.scientific.net/amm.315.273.

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The large commercial passengers airplanes are mostly designed to have symmetrical body with respect to the longitudinal axis. However for small passengers airplanes or for the airplane designed as UAV plat form is normally having an unsymmetrical fuselage. The aerodynamics characteristics fuselage may give a strong influence to the overall aerodynamics characteristics of the airplane. The present work investigates the aerodynamics characteristics of the unsymmetrical fuselage with respect to the longitudinal axis. The fuselage assumed to have circular cross section and the coordinate of the fuselage are created by using the same equation which had been used in defining the coordinate of cambered airfoil NACA series four digits. The fuselage had been set to have the same maximum thickness 15 % of the fuselage length and different fuselage models are obtained through varying the position as well as the value of the maximum camber line. The semi empirical aerodynamic method for estimating the fuselage lift coefficient CL, drag coefficient CDand the fuselage pitching moment coefficient CMsuch as given by DATCOM are well established. However when it came to the unsymmetrical fuselage, this approach can not be adopted easily. The required of angle attack at zero lift of the corresponding unsymmetrical fuselage is difficult to define. The result for particular cambered fuselage indicates that the aerodynamics characteristics strongly influenced by how the fuselages camber lines look likes.

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43

Ji, Chunjun, Qi Sun, Zhaoyang Fan, Yawei Gao, and Baode Zhao. "Study of High Efficiency Flow Regulation of VIGV in Centrifugal Compressor." International Journal of Rotating Machinery 2016 (2016): 1–7. http://dx.doi.org/10.1155/2016/6097823.

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Variable inlet guide vane (VIGV) is used to control the mass flow and generate prewhirl in centrifugal compressors. Due to the tip clearance of the guide vanes and the defect of the traditional guide vane profiles, the mass flow regulation of VIGV is limited, resulting in a large waste of compressed gas. Two kinds of inlet flow channels were proposed to eliminate the influence of tip clearance. These structures were numerically investigated at different setting angles. The results show that the improved channels not only expand the range of mass flow regulation, but also reduce the power and increase the efficiency of the compressor. Ten kinds of guide vane profiles, including different thickness distribution, camber line profile, were selected to compare with the original one and with each other. In the premise of ensuring the performance of compressor, the best guide vane profile was selected. The results show that reducing the guide vane thickness, increasing the guide vane camber angle, and increasing the distance between the maximum camber position and the leading edge of guide vane can help expand the range of mass flow regulation. The achievement of this research can effectively improve the flow regulation ability of VIGV and the performance of compressor.

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44

Ydrefors, Lisa, Mattias Hjort, Sogol Kharrazi, Jenny Jerrelind, and Annika Stensson Trigell. "Rolling resistance and its relation to operating conditions: A literature review." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 235, no. 12 (April 21, 2021): 2931–48. http://dx.doi.org/10.1177/09544070211011089.

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For at least 50 years, the interest in understanding and reducing the rolling resistance of pneumatic tyres has been growing. This interest is driven by the need to reduce vehicle fuel consumption and CO2-emissions, for environmental and economic reasons. The amount of rolling resistance generated depends on the vehicle type, tyre properties and operating conditions. The main objective of this literature review is to provide an overview of the most influential operating conditions with respect to rolling resistance, their effects and their connection to different measurement techniques. The examined operating conditions are the inflation pressure, the temperature, the curvature of the test surface, the load, road surface, speed, torque, slip angle and camber angle. In addition, the definition of rolling resistance is investigated, which shows lack of harmony in the literature. There are important areas where little research can be found and where further research would be valuable. Examples of such areas are effects of the torque, slip angle and camber angle on rolling resistance, thorough comparison between flat-surface and drum measurements, effects of temperature difference between laboratory measurements and actual driving on rolling resistance and evaluation of Unrau’s formula for temperature correction of rolling resistance measurements.

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45

Huang, Hsing-Hui, and Ming-Jiang Tsai. "Vehicle Cornering Performance Evaluation and Enhancement Based on CAE and Experimental Analyses." Applied Sciences 9, no. 24 (December 11, 2019): 5428. http://dx.doi.org/10.3390/app9245428.

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A full-vehicle analysis model was constructed incorporating a SLA (Short Long Arm) strut front suspension system and a multi-link rear suspension system. CAE (Computer Aided Engineering) simulations were then performed to investigate the lateral acceleration, yaw rate, roll rate, and steering wheel angle of the vehicle during constant radius cornering tests. The validity of the simulation results was confirmed by comparing the computed value of the understeer coefficient (Kus) with the experimental value. The validated model was then used to investigate the steady-state cornering performance of the vehicle (i.e., the roll gradient and yaw rate gain) at various speeds. The transient response of the vehicle was then examined by means of simulated impulse steering tests. The simulation results were confirmed by comparing the calculated values of the phase lag, natural frequency, yaw rate gain rate, and damping ratio at various speeds with the experimental results. A final series of experiments was then performed to evaluate the relative effects of the cornering stiffness, initial toe-in angle, and initial camber angle on the steady-state and transient-state full-vehicle cornering handling performance. The results show that the handling performance can be improved by increasing the cornering stiffness and initial toe-in angle or reducing the initial camber angle.

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46

Lovato, S., M. Massaro, and D. J. N. Limebeer. "Curved-ribbon-based track modelling for minimum lap-time optimisation." Meccanica 56, no. 8 (June 15, 2021): 2139–52. http://dx.doi.org/10.1007/s11012-021-01387-3.

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AbstractThree-dimensional road models for vehicular minimum-lap-time manoeuvring are typically based on curvilinear coordinates and generalizations of the Frenet–Serret formulae. These models describe the road as a parametrized ‘ribbon’, which can be described in terms of three curvature variables. In this abstraction the road is assumed laterally flat. While this class of road models is appropriate in many situations, this is not always the case. In this research we extend the laterally-flat ribbon-type road model to include lateral curvature. This accommodates the case in which the road camber can change laterally across the track. Lateral-position-dependent camber is introduced as a generalisation that is required for some race tracks. A race track model with lateral curvature is constructed using high-resolution LiDAR measurement data. These ideas are demonstrated on a NASCAR raceway, which is characterized by large changes in lateral camber angle ($$\approx 10^\circ$$ ≈ 10 ∘ ) on some parts of the track. A free-trajectory optimization is employed to solve a minimum-lap-time optimal control problem. The calculations highlight the practically observed importance of lateral camber variations.

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47

Walker, Simon M., Adrian L. R. Thomas, and Graham K. Taylor. "Deformable wing kinematics in the desert locust: how and why do camber, twist and topography vary through the stroke?" Journal of The Royal Society Interface 6, no. 38 (December 16, 2008): 735–47. http://dx.doi.org/10.1098/rsif.2008.0435.

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Here, we present a detailed analysis of the wing kinematics and wing deformations of desert locusts ( Schistocerca gregaria , Forskål) flying tethered in a wind tunnel. We filmed them using four high-speed digital video cameras, and used photogrammetry to reconstruct the motion of more than 100 identified points. Whereas the hindwing motions were highly stereotyped, the forewing motions showed considerable variation, consistent with a role in flight control. Both wings were positively cambered on the downstroke. The hindwing was cambered through an ‘umbrella effect’ whereby the trailing edge tension compressed the radial veins during the downstroke. Hindwing camber was reversed on the upstroke as the wing fan corrugated, reducing the projected area by 30 per cent, and releasing the tension in the trailing edge. Both the wings were strongly twisted from the root to the tip. The linear decrease in incidence along the hindwing on the downstroke precisely counteracts the linear increase in the angle of attack that would otherwise occur in root flapping for an untwisted wing. The consequent near-constant angle of attack is reminiscent of the optimum for a propeller of constant aerofoil section, wherein a linear twist distribution allows each section to operate at the unique angle of attack maximizing the lift to drag ratio. This implies tuning of the structural, morphological and kinematic parameters of the hindwing for efficient aerodynamic force production.

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Cheney, Jorn A., Jonathan P. J. Stevenson, Nicholas E. Durston, Masateru Maeda, Jialei Song, David A. Megson-Smith, Shane P. Windsor, James R. Usherwood, and Richard J. Bomphrey. "Raptor wing morphing with flight speed." Journal of The Royal Society Interface 18, no. 180 (July 2021): 20210349. http://dx.doi.org/10.1098/rsif.2021.0349.

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In gliding flight, birds morph their wings and tails to control their flight trajectory and speed. Using high-resolution videogrammetry, we reconstructed accurate and detailed three-dimensional geometries of gliding flights for three raptors (barn owl, Tyto alba ; tawny owl, Strix aluco , and goshawk, Accipiter gentilis ). Wing shapes were highly repeatable and shoulder actuation was a key component of reconfiguring the overall planform and controlling angle of attack. The three birds shared common spanwise patterns of wing twist, an inverse relationship between twist and peak camber, and held their wings depressed below their shoulder in an anhedral configuration. With increased speed, all three birds tended to reduce camber throughout the wing, and their wings bent in a saddle-shape pattern. A number of morphing features suggest that the coordinated movements of the wing and tail support efficient flight, and that the tail may act to modulate wing camber through indirect aeroelastic control.

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49

TAKE, Seiya, Kojiro IIZUKA, and Kazuhisa ITO. "Study on Weed Cutter Robot with Camber Angle Control for Levee Slope." Proceedings of JSME annual Conference on Robotics and Mechatronics (Robomec) 2017 (2017): 1A1—C06. http://dx.doi.org/10.1299/jsmermd.2017.1a1-c06.

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50

TAKEHARA, Shoichiro, Shigeyuki YAMABE, Yasuharu ICHIKOHARA, Yoshihiro SUDA, and Munehisa HORIGUCHI. "535 Vehicle Property with Tire Camber Angle : Basic study on model vehicle." Proceedings of the Dynamics & Design Conference 2008 (2008): _535–1_—_535–6_. http://dx.doi.org/10.1299/jsmedmc.2008._535-1_.

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Journal articles on the topic 'Camber angle'

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