Relevant bibliographies by topics / Measurement centre of gravity height

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers

Academic literature on the topic 'Measurement centre of gravity height'

Author: Grafiati
Published: 4 June 2021
Last updated: 1 February 2022

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Journal articles on the topic "Measurement centre of gravity height"

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Fabbri, A., and G. Molari. "Static Measurement of the Centre of Gravity Height on Narrow-track Agricultural Tractors." Biosystems Engineering 87, no. 3 (March 2004): 299–304. http://dx.doi.org/10.1016/j.biosystemseng.2003.12.008.

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MacDonald, G. B., and R. R. Forslund. "Application of a geometrical volume equation to species with different bole forms." Canadian Journal of Forest Research 16, no. 2 (April 1, 1986): 311–14. http://dx.doi.org/10.1139/x86-052.

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Stem analysis of 20 Abiesbalsamea (L.) Mill., 68 Piceamariana (Mill.) B.S.P., 19 Piceaglauca (Moench) Voss, 31 Populustremuloides Michx., and 37 Betulapapyrifera Marsh. revealed form variation between species. A volume equation based on the paracone (a geometrical solid midway between a paraboloid and a cone) estimated individual tree volume within 10% of the true volume (at the 95% confidence level) for all species. The input variables required were total height and diameter at a relative height of 0.2 for Betulapapyrifera and 0.3 for the other four species. If breast-height diameter was used, the effect of form variation on the accuracy of volume prediction was more pronounced. In this case, the geometrical equation modified for each species according to the average centre of gravity provided more consistently accurate volume estimates than either the paracone equation or Honer's transformed variable equation. For all species, the diameter measurement position was more critical than the version of the geometrical equation selected.
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Paiman, Noor Faradila, Akmalia Shabadin, Aqbal Hafeez Ariffin, Solah Mohd Syazwan, and Hamzan Azhar. "Child Motorcycle Pillion Rider Anthropometric Measurement." Applied Mechanics and Materials 663 (October 2014): 557–61. http://dx.doi.org/10.4028/www.scientific.net/amm.663.557.

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In Malaysia, wheremotorcycles are often used as a family vehicle, children tend to travel as pillion riders at an early age, most commonly sat in front of the rider, either on the fuel tank or in the carrying basket, or alternatively behind the rider. This study aims to determine the possible mismatches between individual lower limb dimensions of Malaysian primary students and motorcycle pillion seat. An anthropometric survey was carried out on a sample of male and female school children aged 7-9 years (N=233), to elucidate on the anthropometric parameters of Malaysian children. A set of seen body dimensions covering most of the lower extremity, relevant to the design of riding pillion on a motorcycle were considered. Additionally, an investigation of foot-foot peg gap and knee opening length on a static motorcycle test rig was also measured. There is a significant vertical difference between child pillion riders’ feet relative to motorcycle foot pegs. The maximum height of students who were not able to reach the foot pegs was 1263 mm with a mean of 1137 mm, which is similar with student volunteers’ age 7 years old (mean = 1160 mm). Stature influences the centre of gravity and stability of motorcycle, especially during cornering. This anthropometric analysis could be used to design ergonomic-oriented motorcycles which will not only suit the small stature of child pillion riders, but also improve the level of comfort.
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Geller, Marvin A., M. Joan Alexander, Peter T. Love, Julio Bacmeister, Manfred Ern, Albert Hertzog, Elisa Manzini, et al. "A Comparison between Gravity Wave Momentum Fluxes in Observations and Climate Models." Journal of Climate 26, no. 17 (August 23, 2013): 6383–405. http://dx.doi.org/10.1175/jcli-d-12-00545.1.

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Abstract For the first time, a formal comparison is made between gravity wave momentum fluxes in models and those derived from observations. Although gravity waves occur over a wide range of spatial and temporal scales, the focus of this paper is on scales that are being parameterized in present climate models, sub-1000-km scales. Only observational methods that permit derivation of gravity wave momentum fluxes over large geographical areas are discussed, and these are from satellite temperature measurements, constant-density long-duration balloons, and high-vertical-resolution radiosonde data. The models discussed include two high-resolution models in which gravity waves are explicitly modeled, Kanto and the Community Atmosphere Model, version 5 (CAM5), and three climate models containing gravity wave parameterizations, MAECHAM5, Hadley Centre Global Environmental Model 3 (HadGEM3), and the Goddard Institute for Space Studies (GISS) model. Measurements generally show similar flux magnitudes as in models, except that the fluxes derived from satellite measurements fall off more rapidly with height. This is likely due to limitations on the observable range of wavelengths, although other factors may contribute. When one accounts for this more rapid fall off, the geographical distribution of the fluxes from observations and models compare reasonably well, except for certain features that depend on the specification of the nonorographic gravity wave source functions in the climate models. For instance, both the observed fluxes and those in the high-resolution models are very small at summer high latitudes, but this is not the case for some of the climate models. This comparison between gravity wave fluxes from climate models, high-resolution models, and fluxes derived from observations indicates that such efforts offer a promising path toward improving specifications of gravity wave sources in climate models.
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HALLWORTH, MARK A., HERBERT E. HUPPERT, and MARIUS UNGARISH. "Axisymmetric gravity currents in a rotating system: experimental and numerical investigations." Journal of Fluid Mechanics 447 (October 30, 2001): 1–29. http://dx.doi.org/10.1017/s0022112001005523.

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The propagation at high Reynolds number of a heavy, axisymmetric gravity current of given initial volume over a horizontal boundary is considered in both rotating and non-rotating situations. The investigation combines experiments with theoretical predictions by both shallow-water approximations and numerical solutions of the full axisymmetric equations. Attention is focused on cases when the initial ratio of Coriolis to inertia forces is small. The experiments were performed by quickly releasing a known cylindrical volume of dense salt water of 2 m diameter at the centre of a circular tank of diameter 13 m containing fresh ambient water of typical depth 80 cm. The propagation of the current was recorded for different initial values of the salt concentration, the volume of released fluid, the ratio of the initial height of the current to the ambient depth, and the rate of rotation. A major feature of the rotating currents was the attainment of a maximum radius of propagation. Thereafter a contraction–relaxation motion of the body of fluid and a regular series of outwardly propagating pulses was observed. The frequency of these pulses is slightly higher than inertial, and the amplitude is of the order of magnitude of half the maximum radius. Theoretical predictions of the corresponding gravity currents were also obtained by (i) previously developed shallow-water approximations (Ungarish & Huppert 1998) and (ii) a specially developed finite-difference code based on the full axisymmetric Navier–Stokes equations. The ‘numerical experiments’ provided by this code are needed to capture details of the flow field (such as the non-smooth shape of the interface, the vertical dependence of the velocity field) which are not reproduced by the shallow-water model and are very difficult for, or outside the range of, accurate experimental measurement. The comparisons and discussion provide insight into the flow field and indicate the advantages and limitations of the verified simulation tools.
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Dachi, Reliusman, and Ikhsan Setiawan. "Measurement of gravitational acceleration with the leak tank method." Journal of Physics: Theories and Applications 2, no. 1 (March 31, 2018): 19. http://dx.doi.org/10.20961/jphystheor-appl.v2i1.29000.

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<p class="Abstract">An experimental device of the mechanics of tank draining under gravity has been constructed. It mainly consists of a cylindrical tank with a circular orifice at the center bottom of the tank. The inner radius of the tank is 134 mm, while there are seven variations of orifice radius, those are 2.25 mm, 2.50 mm, 3.00 mm, 3.50 mm, 4.00 mm, 5.00 mm, and 6.00 mm. The tank is filled by water which is then allowed to flow out throuh the orifice. This experiment can be used to measure the value of gravitational acceleration () on the experiment location. We call this method as the leak tank method. The measurement of g is carried out by measuring the total time to drain the tank from 300 mm initial height of water surface inside the tank for various orifice radius. It is found in this experiment that = (9.89± 0.03) m/s<sup>2</sup>. This result is good enough because it is almost the same as the conventional standar value of 9.80665 m/s<sup>2</sup> with discrepancy of around 0.85%. It indicates that the leak tank method which is described in this paper can be used to estimate the gravitational acceleration value with a good result.</p>
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MAXWORTHY, T., and R. I. NOKES. "Experiments on gravity currents propagating down slopes. Part 1. The release of a fixed volume of heavy fluid from an enclosed lock into an open channel." Journal of Fluid Mechanics 584 (July 25, 2007): 433–53. http://dx.doi.org/10.1017/s0022112007006702.

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Gravity currents formed by the release of heavy fluid from an enclosed lock on a sloping open channel were investigated experimentally. The experiments were conducted in a channel that had a running length of 13 lock depths, and could be inclined to a maximum angle of 17°. The release of heavy dyed salt solution from a lock with an aspect ratio (height to length) of 0.5, was examined using video images to determine the front velocity, and a particle-tracking technique was used to measure the two-dimensional velocity field in a vertical slice through the centre of the evolving current. The gravity current head velocity increased with time and downstream distance to a maximum at approximately 10 lock depths from the front of the lock. Flow visualization and the velocity measurements have shown that during the acceleration phase the head was being fed by a following current that increased its buoyancy as it propagated downstream. A modified version of the theory of P. Beghin, E. J. Hopfinger and R. E. Britter (J. Fluid Mech.vol. 107, 1981, p. 407) in which the measured increase in buoyancy was used, instead of the original assumption of constant buoyancy, gave results that agreed closely with the experimental velocity versus time histories.
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Skrucany, Tomas, Jan Vrabel, and Patrik Kazimir. "The influence of the cargo weight and its position on the braking characteristics of light commercial vehicles." Open Engineering 10, no. 1 (February 27, 2020): 154–65. http://dx.doi.org/10.1515/eng-2020-0024.

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AbstractThe influence of the cargo weight loaded on the vehicle and the total gross mass of the vehicle on the braking characteristics is often researched from the road safety reason. However, there is not enough knowledge about the influence of weight and load distribution on the loading area of small trucks or vans on their braking characteristics. This article presents the results of measurements of braking decelerations of the van of N1 category and the braking characteristics of a vehicle loaded with different cargo mass with different cargo locations on the loading area. The impact of the longitudinal cargo position on the loading area on the load of the individual axles and thus on the braking deceleration of the vehicle was investigated. The influence of the height of the center of gravity on the dynamic axle load during braking was also determined. Method of direct vehicle deceleration measurement was used by a decelerometer. There were calculated cargo weight and cargo position influences on the dynamic axle load during braking according to the vehicle deceleration.
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Piotr Fundowicz, Hubert Sar, and Mateusz Brukalski. "Estimation of Wheels' Normal Reaction Forces of Automobile in Steady-State Curvilinear Motion." Communications - Scientific letters of the University of Zilina 23, no. 4 (August 27, 2021): B317—B324. http://dx.doi.org/10.26552/com.c.2021.4.b317-b324.

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Computer simulation seems to be one of the cheapest and relatively fast methods of investigating vehicle motion. Thereby, it may be important in the case of calculations for the reconstruction of traffic incidents. In particular, that may be important to answer the following question: How wheels' normal reaction forces differ during the cornering of a vehicle? In this article, the authors presented how the normal reaction forces vary in the case of roll motion of a vehicle body. Suitable mathematical equations are presented. Furthermore, the measurements of the height of the centre of gravity were performed, which was necessary to obtain the normal reaction forces while vehicle body rolls. The authors decided to apply dimensionless coefficients, which represented the properties of a front and rear suspension. Additionally, dimensionless parameters were applied to consider the impact of asymmetrical distribution of vehicle load on normal reaction forces of wheels on a road surface.
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Charron, Martin, Saroja Polavarapu, Mark Buehner, P. A. Vaillancourt, Cécilien Charette, Michel Roch, Josée Morneau, et al. "The Stratospheric Extension of the Canadian Global Deterministic Medium-Range Weather Forecasting System and Its Impact on Tropospheric Forecasts." Monthly Weather Review 140, no. 6 (June 1, 2012): 1924–44. http://dx.doi.org/10.1175/mwr-d-11-00097.1.

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Abstract A new system that resolves the stratosphere was implemented for operational medium-range weather forecasts at the Canadian Meteorological Centre. The model lid was raised from 10 to 0.1 hPa, parameterization schemes for nonorographic gravity wave tendencies and methane oxidation were introduced, and a new radiation scheme was implemented. Because of the higher lid height of 0.1 hPa, new measurements between 10 and 0.1 hPa were also added. This new high-top system resulted not only in dramatically improved forecasts of the stratosphere, but also in large improvements in medium-range tropospheric forecast skill. Pairs of assimilation experiments reveal that most of the stratospheric and tropospheric forecast improvement is obtained without the extra observations in the upper stratosphere. However, these observations further improve forecasts in the winter hemisphere but not in the summer hemisphere. Pairs of forecast experiments were run in which initial conditions were the same for each experiment but the forecast model differed. The large improvements in stratospheric forecast skill are found to be due to the higher lid height of the new model. The new radiation scheme helps to improve tropospheric forecasts. However, the degree of improvement seen in tropospheric forecast skill could not be entirely explained with these purely forecast experiments. It is hypothesized that the cycling of a better model and assimilation provide improved initial conditions, which result in improved forecasts.
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Dissertations / Theses on the topic "Measurement centre of gravity height"

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Rektořík, Jiří. "Návrh zařízení pro měření výškové polohy těžiště automobilu." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2017. http://www.nusl.cz/ntk/nusl-318821.

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The objective of this diploma thesis is the design of a device that measures the vehicle’s centre of gravity height position. The first part defines individual methods of measurement using various measuring equipment. The next part deals with the definition of requirements for the device and the definition of the design. A stress-strain analysis was executed for selected components. This diploma thesis describes the preparation process of the vehicle and the device for the measurement. The next part is dedicated to the design of the measuring chain and to the evaluation of the results. The thesis concludes with a theoretic analysis of the measurement inaccuracy.
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Fedra, Tomáš. "Měření výškové polohy těžiště vozidla." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2010. http://www.nusl.cz/ntk/nusl-228902.

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This diploma thesis deals with measurement of vehicle centre of gravity height position. All methods for measurement of CG height position are described in the first part. The second part deals with designing of device for measurement of CG height. This measurement device is analysed by Finite Element Method. The vehicle is tilt by hydraulic system. The third part shows the best tilt angle for minimal error of CG height. At the end, there is described a measuring procedure for designed device.
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Bedada, Tullu Besha. "Absolute geopotential height system for Ethiopia." Thesis, University of Edinburgh, 2010. http://hdl.handle.net/1842/4726.

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This study used airborne gravity data, the 2008 Earth Gravity Model (EGM08) and Shuttle Radar Topographic Mission (SRTM) digital elevation data in a ‘Remove-Compute-Restore’ process to determine absolute vertical reference system for Ethiopia. This gives a geopotential height at any isolated field point where there is a Global Navigation Satellite System (GNSS) measurement without reference to a vertical network or a regional datum point. Previously, height was determined conventionally by connecting the desired field point physically to a nearby bench mark of a vertical network using co-located measurements of gravity and spirit levelling. With the use of precise GNSS positioning and a gravity model this method becomes obsolesce. The new approach uses the ‘Remove-Restore’ process to eliminate longer to shorter wavelengths from the measured gravity data using EGM08 and geometrical and condensed gravity models of the SRTM data. This provides small, smooth and localised residuals so that the interpolation and integration involved is reliable and the Stokes-like integral can be legitimately restricted to a spherical cap. A very fast, stable and accurate computational algorithm has been formulated by combining ‘hedgehog’ and ‘multipoint’ models in order to make tractable an unavoidably huge computational task required to remove the effects of about 1.5 billion! SRTM topographic mass elements representing Ethiopia and its immediate surroundings at 92433 point airborne gravity observations. The compute stage first uses an iterative Fast Fourier Transform (FFT) to predict residual gravity at aircraft height as a regular grid on to the surface of the ellipsoidal Earth and then it used a Fourier operation equivalent to Stokes’ integral to transform the localised gravity disturbance to residual potential. The restore process determines the geopotential number on or above the Earth’s surface where practitioners need it by restoring the potential effects of the removed masses. The accuracy of the geopotential number computed from gravity and topography was evaluated by comparing it with the one derived directly from EGM08 and precise geodetic levelling. The new model is in a good agreement across 100 km baseline with a standard deviation of 56 10−2 2 −2 × m s and 39 10−2 2 −2 × m s relative to EGM08 and levelling, respectively ( 10−2 2 −2 m s is approximately equivalent to 1mm of height). The new method provides an absolute geopotential height of a point on or above the Earth’s surface in a global sense by interpolating from geopotential models prepared as the digital grids carried in a chip for use with the GNSS receiver in the field.
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Yarber, Robert K. "Development and calibration of two and four wire water surface wave height measurement systems." Thesis, Monterey, California. Naval Postgraduate School, 1992. http://hdl.handle.net/10945/23863.

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Capacitance and conductance measurements using two and four wire techniques were developed and statically and dynamically calibrated in this thesis. The voltage sensitivities range from 7.3 to 8.1 ± 0.1 mV/cm for the two wire capacitance system static calibrations. This is ± 5.2% of the limiting theoretical value. The voltage sensitivities range from 0.3 to 0.4 ± 0.1 V/cm for the four wire conductance system static calibrations. Dynamic calibrations were only completed for the conductance system. The dynamic calibration results were weakly frequency dependent with a qj-0.15 decay in a limited, 2-4 Hz range. Wind power spectrum measurements were taken in the existing Upper Ocean Simulations Facility at the Naval Postgraduate School. There was excellent agreement in the spectra with both techniques. Driven gravity wave frequency downshifting and wind energy dumping was observed in the combined gravity wave and wind-wave measurements. The power spectra peaked near two Hertz and decayed at 50 to 70 dB per decade, or as CO -5 to G)" 7 for both systems. Gravity wave phase speed and wavelength measurements were performed with the capacitance system. The results were approximately 40% higher than theory.
http://archive.org/details/developmentcalib00yarb
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Hanych, Jaroslav. "Konstrukční návrh zařízení pro měření výškové polohy těžiště vozidla." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2018. http://www.nusl.cz/ntk/nusl-378015.

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This master's thesis deals with problems connected with measuring vehicle centre of gravity height. The research part summarizes generally known methods of measuring vehicle centre of gravity and moments of inertia. Essential part of this thesis is the design of a device for measuring the centre of gravity height of a road vehicle on a principle of measuring a period of oscillation. The height position of the platform of the device is adjustable through hydraulic cylinders. A stress-strain analysis of the design was executed through a combination of analytical methods and a finite element method. The process of measurement was described and an equation for determination of centre of gravity height was deduced. Error of measurement was estimated based on the knowledge of partial errors of measured values.
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Burda, Ondřej. "Měření polohy těžiště jízdních kol." Master's thesis, Vysoké učení technické v Brně. Ústav soudního inženýrství, 2012. http://www.nusl.cz/ntk/nusl-232691.

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The first part of the thesis The measurement of the location of centre of gravity of bicycles is firstly about history and division of bicycles, about the legislation in the Czech Republic concerning the cyclists, about the analysis of accidents of cyclists and lastly about the analysis of the method of the measurement of the location of centre of gravity. The second part of the thesis describes the procedure of calculation of the location of centre of gravity in the chosen incline method and the proposal of measure apparatus. The third part of the thesis occupies with the measurement and processing of concrete values for chosen sample of cyclists on the bicycles which are selected in the way that the results of the location of centre of gravity in the final part of the thesis are compared with the respect to their application during the expert opinion.
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Štěpánek, Tomáš. "Měření polohy těžiště vozidla." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2008. http://www.nusl.cz/ntk/nusl-228353.

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This diploma thesis is devoted to problems of measurement centre of gravity position. At the beginning diploma thesis is created summary of methods to measuring moment of inertia and position measuring of centre of gravity of vehicle. Proposal is in-process on the basis method weighing on oblique position. And measurement is possible in Institute of automotive engineering in Brno. Is proposed measuring platform and preparative for obstruct changes of centre of gravity position at measuring. Measuring procedure is described and is derived formula toward calculation position of gravity centre of vehicle. To troubleshooting parts of platform are elaborate solidity calculations. In final parts diploma thesis are mentioned results from these measurements. Drawing documentation of platform and programme for calculation of centre of gravity of vehicle is enclosed in diploma thesis.
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Kubica, Petr. "Zařízení pro měření výškové polohy těžiště vozidla." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2015. http://www.nusl.cz/ntk/nusl-232123.

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This diploma thesis deals the with measurment of the centre of gravity height position of a road vehicle and its issues. The introduction of this thesis focuses on the determining of the position of the center of gravity and the moment of inertia of a road vehicle. The next part is about creationing of a construction plan and its verification. The thesis contains a sensitivity analysis of this device including its results. The end of the thesis informs about the executed measurment in a laboratory and about recommendations for next measurments.
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McKinon, Warrick. "The measurement and quality of human whole body centre of mass location data." Thesis, 2008. http://hdl.handle.net/10539/5815.

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Since its first measurement in 1679, the usefulness of the location of whole body centre of mass (COM) data has progressed from having largely theoretical value into being an instrument with several diagnostic and applied scientific uses. This thesis describes first the biomechanical and measurement theory foundation of COM research and then details the historical development of methods to measure COM location and the various applied uses of this variable. Original research data presented in this thesis then go on to provide the first direct measurements of COM movement in walking humans. A second study quantifies the accuracy of the most commonly used current technique to quantify COM location (the kinematic segmental method) by determining the limits of agreement between it and a direct measurement method (the reaction-board), in lying and running subjects. In the latter studies a novel reaction-board measurement method is developed making use of life-sized projections of subjects in various stride positions and used to place runners into recumbent static running positions. These data demonstrate that reaction-board and segmental methods report COM locations with a mean difference of 1.6cm and agree to within limits of 6.0cm for the location of COM in recumbent individuals. The final study described in this thesis compares single COM measurements made using two kinematic segmental methods (models) to a direct suspension technique of measuring COM location. The suspension technique used is adapted from the original method of determining COM location upon which kinematic segmental methods derive their origin. The data show that both cadaver-derived kinematic models of COM, and kinematic models derived from live human data, differ from a direct COM suspension method, and that cadaver based estimates display greater accuracy (agreement with the direct suspension method). This study also uniquely provides information on the effect of whole body mass, body fat or body water on the accuracy of segmental models in male subjects.
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Books on the topic "Measurement centre of gravity height"

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TAMA International Workshop on Gravitational Wave Detection (1996 Saitama, Japan). Gravitational wave detection: Proceedings of the TAMA International Workshop on Gravitational Wave Detection held at National Women's Education Centre, Saitama, Japan on November 12-14, 1996. Tokyo: Universal Academy Press, 1997.

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D, Brown R., Welker Jean Edward, and Goddard Space Flight Center, eds. Analysis of altimetry over inland seas. Greenbelt, Md: National Aeronautics and Space Administration, Goddard Space Flight Center, 1989.

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Book chapters on the topic "Measurement centre of gravity height"

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Tegelaar, P., and L. J. Wevers. "Measurement Uncertainty in the Determination of Weight and Centre of Gravity of Offshore Modules Using Strain Gauge Load Cells." In Mechanical Problems in Measuring Force and Mass, 109–18. Dordrecht: Springer Netherlands, 1986. http://dx.doi.org/10.1007/978-94-009-4414-5_13.

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Brock, Fred V., and Scott J. Richardson. "Barometry." In Meteorological Measurement Systems. Oxford University Press, 2001. http://dx.doi.org/10.1093/oso/9780195134513.003.0004.

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The objective of barometry is to measure the static pressure exerted by the atmosphere. Static pressure is the force per unit area that would be exerted against any surface in the absence of air motion. It is an isotropic, scalar quantity. Dynamic pressure is the force per unit area due to air motion. It is a vector quantity, following the wind vector. This chapter is concerned with determining the static air pressure and doing so in the presence of air motion (wind) that requires special measurement techniques. The Earth’s atmosphere exerts a pressure on the surface of the Earth equal to the weight of a vertical column of air of unit cross-section. Since air is a fluid, this pressure, or force, is exerted equally in all directions. The static pressure at the surface is given by where g(z) = acceleration due to gravity at height z above sea level in ms-2, and ρ = density as a function of height, kg-3. The SI unit of pressure is the pascal, abbreviated as Pa. In meteorology, the preferred unit of pressure is the mb or the hPa (equivalent magnitude). Table 2-1 lists some conversion factors for units currently in use in pressure measurement and also for some units no longer favored. Standard sea level pressure in various units is shown in table 2-2. The last line of table 2-2 refers to the units of Ibf in-2,also called psi (pounds per square inch). Pressure measurements are often called absolute (psia), gauge (psig), or differential (psid). Absolute pressure is simply the total static pressure exerted by the gas (or fluid) and so the barometric pressure is also the absolute pressure. Gauge pressure is the pressure relative to ambient atmospheric pressure. Pressure in an automobile tire is measured relative to atmospheric pressure so it is gauge pressure, not absolute pressure. Differential pressure is the pressure relative to some other pressure. Gauge pressure is a special case of differential pressure. In addition to the static pressure there is a dynamic pressure exerted by wind flow.
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Lowrie, William. "5. Gravity and the figure of the Earth." In Geophysics: A Very Short Introduction, 69–91. Oxford University Press, 2018. http://dx.doi.org/10.1093/actrade/9780198792956.003.0005.

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‘Gravity and the figure of the Earth’ discusses the measurement of gravity and its variation at the Earth’s surface and with depth. Gravity is about 0.5 per cent stronger at the poles than at the equator and it first increases with depth until the core–mantle boundary and then sinks to zero at the Earth’s centre. Using satellites to carry out geodetic and gravimetric observations has revolutionized geodesy, creating a powerful geophysical tool for observing and measuring dynamic processes on the Earth. The various measurement techniques employed fall in two categories: precise location of a position on the Earth (such as GPS) and accurate determination of the geoid and gravitational field. Bouguer and free-air gravity anomalies and isostasy are explained.
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Coates, John. "The Effect of Bilge Water on Displacement, Vertical Centre of Gravity and Metacentric Height of Olympias in the Trial Condition." In Trireme Olympias, 182–84. Oxbow Books, 2012. http://dx.doi.org/10.2307/j.ctvh1dqmv.30.

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Smith, Victoria Anne, Graham Appleby, Marek Ziebart, and Jose Rodriguez. "Twelve Years of High Frequency Absolute Gravity Measurements at the UK’s Space Geodesy Facility: Systematic Signals and Comparison with SLR Heights." In International Association of Geodesy Symposia. Berlin, Heidelberg: Springer Berlin Heidelberg, 2021. http://dx.doi.org/10.1007/1345_2021_129.

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AbstractAbsolute gravity measurements taken on a near-weekly basis at a single location is a rarity. Twelve years of data at the UK’s Space Geodesy Facility (SGF) provides evidence to show that the application of results from international comparisons of absolute gravimeters should be applied to data and are critical to the interpretation of theSGF gravity time series of data from 2007 to 2019. Though residual biases in the data are seen. The SGF time series comprises near weekly data, with exceptions for manufacturer services and participation in international instrument comparisons. Each data set comprises hourly data taken over 1 day, with between 100 and 200 drops per hour. Environmental modelling indicates that the annual groundwater variation at SGFof some 2 m influences the gravity data by 3.1 μGal, based upon some measured and estimated soil parameters. The soil parameters were also used in the calculation of the effect of an additional telescope dome, built above the gravity laboratory, and have been shown to be realistic. Sited in close proximity to the long-established satellite laser ranging (SLR) system and the global navigation satellite systems (GNSS) the absolute gravimetry (AG) measurements provide a complimentary geodetic technique, which is non space-based. The SLR-derived height time series provides an independent measurement of vertical motion at the site which may be used to assess the AG results, which are impacted by ground motion as well as mass changes above and below the instruments.
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Magee, Patrick, and Mark Tooley. "Intravenous Pumps and Syringe Drivers." In The Physics, Clinical Measurement and Equipment of Anaesthetic Practice for the FRCA. Oxford University Press, 2011. http://dx.doi.org/10.1093/oso/9780199595150.003.0031.

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Many infusions are given by gravity assisted, drip sets that give a flowrate dependent on the height of the reservoir above the patient, the length of the tubing, the bore of the IV cannula, the density and viscosity of the fluid being delivered, and the patient’s venous pressure. However there is an increasing tendency to use programmable volumetric intravenous pumps and syringe drivers to deliver intravenous anaesthesia, fluids, patient controlled analgesia, epidural infusions and other drugs. Not only are they programmable, but they can also be adjusted to give desired flowrates or volumes. Some infusion devices are powered only by gravity, but the flowrate is controlled by a photoelectric drip rate detector in conjunction with a microprocessor controlled drip occlusion device. Other infusion devices use a stepper motor to control the rate of infusion. A stepper motor is designed so that the rotation is by a fixed amount per supplied electrical pulse, independent of the mechanical load it is carrying. The pulses are controlled by a microprocessor in the pump and the rate of infusion is dependent on the stepper motor’s output. Syringe drivers are designed to use a range of syringe sizes and some require special delivery tubing. The flow is a continuous, pulsatile flow and accuracy is 2–5%. Some syringe drivers are driven by clockwork motors, others by a battery powered motor that is intermittently on and off, depending on required flowrate. The driving mechanism is usually by a screw threaded rod connected to the syringe plunger. Other syringe drivers use a stepper motor connected to the screw threaded rod. Care should be taken not to position the syringe driver above the patient’s venous cannula or the syringe may siphon a drug additional to that programmed on the driver, by virtue of the weight of the column of fluid in the tubing above the patient. Care should also be taken to avoid any bubbles in the syringe reaching the patient. Modern syringe drivers are usually sufficiently accurate over the desired range of infusion [Stokes et al. 1990]. However, there may be a delay before the drug is delivered to the patient as the parts attached to the syringe take up slack [O’Kelly et al. 1992].
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Munis, James R. "Hydrostatic Pressure." In Just Enough Physiology, 19–26. Oxford University Press, 2011. http://dx.doi.org/10.1093/med/9780199797790.003.0003.

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If you're going to understand how to think about pressures within the circulatory system, though, you'll need to know a few of the not-so-obvious principles of hydrostatics. Hydrostatic pressure is affected only by the density of the fluid, its vertical height above or below a measurement point, and the acceleration due to gravity. If the larger mass of water in the ocean exerts greater pressure than the smaller mass of water in your vertical pipe, then you should see water perpetually flowing through the pipe and rising higher than sea level. Continual flow doesn't happen in this example for the same reason as described above—hydrostatic pressure is not determined by the shape of the fluid container or the total mass of fluid that it contains. Here, only the vertical distance above the measurement point is important. Now let's apply these principles to the siphon, defined as any fluid-filled conduit that excludes air. The reason for broaching this issue is that the cardiovascular system also obeys the principle of the siphon.
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"the emission; this is the entrance of the airborne pollutants into the open atmosphere. The local position of this entrance is the emission source, - the transmission, including all phenomena of transport, dispersion and dilution in the open atmosphere, - the immission; this is the entrance of the pollutant into an acceptor. As we are regarding odoriferous pollutants, the immisson is their entrance into a human nose. About air pollution from industrial emission sources, i.g. S02 from power plants, a wide knowledge is available, including sophisticated methods of emission measurement, atmospheric diffusion calculation and measurement of immission concentration in the ambient air. In most countries we have complete national legal regulations, concerning limitation of air contaminent emissions, calculation of stack height and at least evaluation and determination of maximum inmission values. Within this situation the question arises, whether these wellproved methods and devices are suitable for agricultural odour emissions from agricultural sources too. It is well known that all calculations and values, established in air pollution control, are based on large sets of data, obtained by a multitude of experiments and observations. The attempt to apply these established dispersion models to agricultural emission sources, leads to unreasonable results. A comparison in table 1 shows that the large scale values of industrial air pollutions, on which the established dispersion models are based, are too different from those in agriculture. In order to modify the existing dispersion models or to design other types of models, we need the corresponding sets of observations and of experimental data, adequate to the typical agricultural conditions. There are already a lot of investigations to measure odour at the source and in the ambient air. But we all know about the reliability of those measurements and about the difficulties to quantify these results adequate to a computer model calculating the relation between emission and immision depending on various influences and parameters. So we decided to supplement the odour measurements by tracer gas measurements easy to realise with high accuracy. The aim is to get the necessary sets of experimental data for the modification of existing dispersion models for agricultural conditions. 2. INSTRUMENTAL 2.1 EMISSION the published guideline VDI 3881 /2-4/ describes, how to measure odour emissions for application in dispersion models. Results obtained by this method have to be completed with physical data like flow rates etc. As olfactometric odour threshold determination is rather expensive, it is supplemented with tracer gas emissions, easy to quantify. In the mobile tracer gas emission source, fig. 2, up to 50 kg propane per hour are diluted with up to 1 000 m3 air per hour. This blend is blown into the open atmosphere. The dilution device, including the fan, can be seperated from the trailer and mounted at any place, e.g. on top of a roof to simulate the exaust of a pig house or in the middle of a field to simulate undisturbed air flow. 2.2 TRANSMISSION For safety reasons, propane concentration at the source is always below the lower ignition concentration of 2,1 %. As the specific gravity of this emitted propane-air-blend is very close to that of pure air (difference less than 0,2%) and as flow parameters can be chosen in a wide range, we assume." In Odour Prevention and Control of Organic Sludge and Livestock Farming, 114. CRC Press, 1986. http://dx.doi.org/10.1201/9781482286311-38.

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Conference papers on the topic "Measurement centre of gravity height"

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Winkler, C. B., K. L. Campbell, and C. E. Mink. "Variability in Center of Gravity Height Measurement." In International Congress & Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1992. http://dx.doi.org/10.4271/920050.

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Bagaria, William J. "Vehicle Center of Gravity Height Measurement Errors." In International Congress & Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1998. http://dx.doi.org/10.4271/981075.

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Gobbi, Massimiliano, Giampiero Mastinu, Mario Pennati, and Giorgio Previati. "InTenso+ System: Measured Centre of Gravity Locations and Inertia Tensors of Road Vehicles." In ASME 2014 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/detc2014-34300.

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The InTenso+ system has been developed at Politecnico di Milano (Technical University of Milan) for the measurement of the centre of gravity location and of the inertia tensor of vehicles and their components (such as gearboxes and engines). The test rig is basically a multi-bar pendulum carrying the body under investigation and oscillating from well-known initial conditions. By means of a proper mathematical procedure, the mass properties of the body are accurately measured within a very short time. The InTenso+ System has been employed for a number of measurements of the mass properties of road vehicles. In this paper, the measured data are collected and analyzed. Formulas for the estimation of the mass properties (mass, centre of gravity location and inertia tensor) from easily accessible vehicle data are proposed and tested against the measured values. It is confirmed that the mass properties coming from the considered estimations are useless if accurate simulations of the dynamic behavior of a vehicle have to be performed.
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Previati, G., M. Gobbi, and G. Mastinu. "Improved Measurement Method for the Identification of the Centre of Gravity Location and of the Inertia Tensor of Rigid Bodies." In ASME 2008 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/detc2008-49830.

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The knowledge of the inertia properties of rigid bodies is of crucial importance for the correct simulation of complex mechanical systems. For this purpose at the Politecnico di Milano (Technical university of Milan) a series of test rigs have been constructed for the measurement of mass, centre of gravity location and inertia tensor of rigid bodies with masses ranging from 50 to 3500 kg. The test rigs are basically three or four bar pendulums carrying the body under investigation. The body is made to rotate around three axes passing nearby the body centre of gravity and the resulting highly non linear motion is recorded. A mathematical model simulating the motion of the body carried by the pendulum is used to identify the full inertia tensor by minimising the error between the computed and measured data. These test rigs are currently used for the identification of the mass properties of different cars, light farm tractors, engines, gearboxes and satellites. In this paper a new implementation of these test rigs is shown. By redesigning the instrumentation setup and with a new mathematical procedure for the identification, the test rigs can be used to identify the centre of gravity location and the inertia tensor with a single experimental test. In the new configuration the test rigs require a very short testing time and they are suitable for commercial development.
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Muhammad, Ibraheem R., Harry C. Bryant, Monica Allen, and John P. Kizito. "Development of PIV System for Jet Mixed Tanks." In ASME 2013 Fluids Engineering Division Summer Meeting. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/fedsm2013-16355.

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Particle image velocimetry (PIV) is a very useful tool to measure fluid velocity in various systems. In the present study, an “in-house” PIV system was developed for fluid flow measurements in a jet mixed tank. The flow profile was observed for a single jet mixer in a rectangular shaped mixing tank with varying liquid height. The jet angle was varied for the studies from 0 to 45° from the center axis. The liquid height was varied from 17–26 cm. To ensure the system was able to provide accurate results, a gravity driven pipe flow problem was first set up. The PIV system was able to accurately capture the parabolic flow profile that is known to result from Poiseuille flow problems. Results from the jet mixing study showed that recirculation in the mixing tank as a result of the jet impingement on the tank walls varied due to the angle of the jet. Low mixing areas, or locations in which the velocity was minimum, was determined from the jets of different angles. Results showed that the velocity along the surface maintained the same profile for each of the three liquid levels studied. The velocity magnitudes decreased as the liquid level was increased.
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Previati, Giorgio, Massimiliano Gobbi, and Federico Ballo. "Effect of the Deformation of the Supporting Structure on the Measurement of the Inertia Properties of Vehicles." In ASME 2016 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/detc2016-59823.

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In the measurement of the inertia properties of rigid bodies (mass, centre of gravity location and inertia tensor) the structures carrying the body under test are usually considered to be rigid. This assumption is less and less satisfied as the dimensions of the body grow. Consequently, the forces exchanged between the body and the structures can be large enough to deform the structure and affect the measurement, especially the location of the centre of gravity. In this paper, with special reference to the InTenso+ Measuring System of the Politecnico di Milano, the effects of the deformation of the test rig structure when measuring large bodies is investigated. A theoretical analysis is performed by using a flexible multibody mathematical model of the test rig. The deformation of the test rig is deeply investigated by a dedicated FEM model. The results of the theoretical analysis are then validated by measuring the inertia properties of a light truck. It turns out that the deformation of the test rig can actually affect the measurement. This deformation can be compensated by a proper mathematical procedure. The method can, consequently, be employed also for very large bodies for which the construction of a sufficiently rigid structure as to neglect its deformation is practically impossible.
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Mastinu, Giampiero, Massimiliano Gobbi, and Giorgio Previati. "Influence of Vehicle Inertia Tensor and Center of Gravity Location on Road Accident Reconstruction." In ASME 2011 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2011. http://dx.doi.org/10.1115/detc2011-47891.

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The paper is divided into two parts and deals with the accurate reconstruction of automobile accidents. In the first part of the paper, a mathematical procedure is presented to perform an accident reconstruction with the data that are usually collected by operators after the impact. Some real cases have been considered to validate the procedure. The method has allowed to identify the final location of the impacting vehicles and their initial velocity with reasonable accuracy. The second part of the paper refers to a sensitivity analysis for quantifying the effects on a proper accident reconstruction of the uncertainties of the location of the centre of gravity and of the moment of inertia around the vertical axis of the (two) crashed vehicles. The final aim of such a theoretical investigation is assessing and prescribing the measurement accuracy of the centre of gravity location and of the inertia tensor components of crashed vehicles. An existing test rig for measuring the c.g. location and the inertia tensor of crashed vehicles (pre- and post-impact), meeting the accuracy determined on the basis of the theoretical study, is presented. Contrary with respect to what it seems the current opinion, from our theoretical analysis, it appears that an accurate accident reconstruction needs accurate measurements of both the centre of gravity location and the inertia tensor of crashed automobiles.
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Grzebieta, Raphael, David Young, Andrew McIntosh, and Michael Bambach. "Occupant Injuries and Roof Strength in Rollover Crashes." In ASME 2008 International Mechanical Engineering Congress and Exposition. ASMEDC, 2008. http://dx.doi.org/10.1115/imece2008-68739.

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This paper shows how a mathematical relationship can be derived linking serious neck injuries to excessive roof deformation and that this relationship depends on the vehicle’s Centre of Gravity (COG) lateral velocity at the moment of touchdown of the vehicle’s roof structure. The relationships have been greatly simplified for an idealized condition to facilitate derivation of the equations. In the case of a very strong roof, occupant neck loading resulting from torso augmentation reaches a threshold value that depends on the coefficient of friction between the road surface and the vehicle’s steel body or tires and the height the vehicle’s COG drops during a quarter turn impact sequence.
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Symons, Digby D., and Arnaud F. M. Bizard. "Measurement of Film Thickness for Continuous Fluid Flow Within a Spinning Cone." In ASME 2014 12th Biennial Conference on Engineering Systems Design and Analysis. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/esda2014-20129.

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This paper reports experimental measurements of film thickness for continuous fluid flow within a spinning cone. The results are compared to analytical theory for thin film flow and found to be in good agreement. Spinning cones are used in various industrial process machines, including spinning cone distillation columns, centrifugal film evaporators and continuous centrifugal filters. In each case a fluid is fed continuously into the centre of a conical vessel which spins about a vertical axis with the cone apex pointing downwards. The fluid acquires the angular velocity of the cone and migrates up the internal wall of the cone under centrifugal force. Knowledge of the film thickness and flow velocity is often important in order to understand other performance parameters of the process such as evaporation or filtration rates. This paper aims to aid the design of new process machines by providing a mathematical model for film thickness that is validated by experimental results. Experiments have been conducted in which the angle of cone, angular velocity and input flow rate were all varied. Film thickness measurements were obtained via a novel optical method based on photographing the displacement of a projected grid on the surface of the flow within the cone. The method has the advantages of not disturbing the flow in any way and can provide thickness measurements over the whole cone depth. Measurements are also made insensitive to any transients by use of relatively long photographic exposures. Measurements are compared to analytical theory for axisymmetric, steady state, free-surface laminar flow of a Newtonian fluid in a spinning cone. The theory assumes the flow is thin but takes account of gravity. The theoretical model is found to be in good agreement with the experimental results.
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Mitchell, Antony J., David Hann, and Kathy Simmons. "Experimental Investigation Into Crater Morphology for Droplets Impinging on a Moving Film." In ASME Turbo Expo 2017: Turbomachinery Technical Conference and Exposition. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/gt2017-63443.

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The behaviour of impinging droplets is a field that has been studied for over 100 years mostly focused on impingements upon solid substrates or static films. Few studies report cases when the moving film might influence the impact outcomes. In many situations where droplet impact is industrially relevant there is film motion and relying on observations and correlations for impacts on static films might not be reliable. The University of Nottingham’s Gas Turbine and Transmissions Research Centre is conducting a research program investigating impact outcomes and crater morphology for water droplets of around 2–3 mm falling under the influence of gravity and impacting on films created by water flow down an inclined plane. In the investigation reported here dimensionless film heights were in the range 0.77 to 1.8 and the plane was inclined at 10° to the horizontal. This paper details the investigation into the morphology of the crater formed during an impingement event. The properties of the impinging droplet are measured using a high-speed camera to provide a side-view of the impingement. Brightness-Based Laser-Induced Fluorescence (BB-LIF) is used to provide three-dimensional measurements of the crater during the self-similar inertial regime. This is accomplished by doping the fluid with Rhodamine 6G, and exciting the fluorescence with a 527 nm pulsed Nd-Yag laser. A second high-speed camera observes the impingement from below in order to provide information about the behaviour of the film. The development of cavity depth is compared to published models from work on both deep and thin static films. Further, the development of cavity width with time is compared against existing models from static film research. A modification to these models is proposed that includes the effects of film velocity. The effect of film movement on the cavity footprint is examined; both the equivalent radius and the cavity width are investigated and the differences compared to static film experiments are quantified. Some modifications to an established width model are suggested, and an effect of droplet diameter upon this cavity width is noted. The work shows that static film models are not universally applicable for moving films.
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