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Journal articles on the topic 'Yawing moment'

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Author: Grafiati
Published: 10 December 2022
Last updated: 28 January 2023

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1

Mohamad, Firdaus, Wisnoe Wirachman, Wahyu Kuntjoro, and Rizal E. M. Nasir. "The Effects of Split Drag Flaps on Directional Motion of UiTM’s BWB UAV Baseline-II E-4: Investigation Based on CFD Approach." Advanced Materials Research 433-440 (January 2012): 584–88. http://dx.doi.org/10.4028/www.scientific.net/amr.433-440.584.

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This paper presents a study about split drag flaps as control surfaces to generate yawing motion of a blended wing body aircraft. These flaps are attached on UiTM’s Blended Wing Body (BWB) Unmanned Aerial Vehicle (UAV) Baseline-II E-4. Deflection of split drag flaps on one side of the wing will produce asymmetric drag force and, as consequences, yawing moment will be produced. The yawing moment produced will rotate the nose of the BWB toward the wing with deflected split drag flaps. The study has been carried out using Computational Fluid Dynamics to obtain aerodynamics data with respect to various sideslip angles (ß). The simulation is running at 0.1 Mach number or about 35 m/s. Results in terms of dimensionless coefficient such as drag coefficient (CD), side force coefficient (CS) and yawing moment coefficient (Cn) are used to observe the effects of split drag Subscript text flaps on the yawing moment. All the results obtained shows linear trends for all curves with respect to sideslip angles (ß).
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2

Mohamad, Firdaus, Wirachman Wisnoe, Rizal E. M. Nasir, Khairul Imran Sainan, and Norhisyam Jenal. "Yaw Stability Analysis for UiTM's BWB Baseline-II UAV E-4." Applied Mechanics and Materials 393 (September 2013): 323–28. http://dx.doi.org/10.4028/www.scientific.net/amm.393.323.

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This paper presents a study about yaw stability analysis for UiTMs Blended-Wing-Body (BWB) Baseline-II E-4. This aircraft is equipped with split drag flaps in order to perform directional motion. One of the split drag flaps will be deflected to generate yawing moment. This yawing moment is generated through the drag that is produced upon deflection of flaps. The study was carried out using Computational Fluid Dynamics (CFD) for various sideslip angles (β) and various flaps deflection angle (δT). The simulation was conducted at 0.1 Mach number (35 m/s) and results in terms of coefficient such yawing and rolling moment are tabulated in order to determine the stability of the aircraft. The result reveals that the aircraft is directionally unstable. This is as expected because the aircraft does not have any vertical tail configuration to provide the yawing moment. However, high deflection of split flaps can still generate adequate restoring moment for the aircraft.
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3

Bartl, Jan, Franz Mühle, and Lars Sætran. "Wind tunnel study on power output and yaw moments for two yaw-controlled model wind turbines." Wind Energy Science 3, no. 2 (August 15, 2018): 489–502. http://dx.doi.org/10.5194/wes-3-489-2018.

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Abstract. In this experimental wind tunnel study the effects of intentional yaw misalignment on the power production and loads of a downstream turbine are investigated for full and partial wake overlap. Power, thrust force and yaw moment are measured on both the upstream and downstream turbine. The influence of inflow turbulence level and streamwise turbine separation distance are analyzed for full wake overlap. For partial wake overlap the concept of downstream turbine yawing for yaw moment mitigation is examined for different lateral offset positions. Results indicate that upstream turbine yaw misalignment is able to increase the combined power production of the two turbines for both partial and full wake overlap. For aligned turbine setups the combined power is increased between 3.5 % and 11 % depending on the inflow turbulence level and turbine separation distance. The increase in combined power is at the expense of increased yaw moments on both the upstream and downstream turbine. For partial wake overlap, yaw moments on the downstream turbine can be mitigated through upstream turbine yawing. Simultaneously, the combined power output of the turbine array is increased. A final test case demonstrates benefits for power and loads through downstream turbine yawing in partial wake overlap. Yaw moments can be decreased and the power increased by intentionally yawing the downstream turbine in the opposite direction.
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4

Park, Ji-Min, Dong-Hyun Kim, and Hyung-Ju Park. "Prediction of Yawing Moment for a Hand-Launched UAV Considering Interference Effect of Propeller Wake." Journal of the Korea Institute of Military Science and Technology 24, no. 4 (August 5, 2021): 426–34. http://dx.doi.org/10.9766/kimst.2021.24.4.426.

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In this paper, three-dimensional unsteady computational fluid dynamic(CFD) analyses based on overset grid technique have been performed for a hand-launched unmanned aerial vehicle(UAV) considering the wake effect generated by a rotating propeller. In addition, the defection of rudder is considered in order to consider to predict the equilibrium condition of yawing moment during cruise flight conditions. It is importantly shown in this paper that the wake interference effect of the propeller is significant to accurately predict the yawing moment of the UAV and the yawing moment coefficient corresponding to a flight speed can be different because of its different amount of wake effect due to the different rotating speed of the propeller.
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5

Ghadimi, Parviz, and Saeid Panahi. "Numerical investigation of hydrodynamic forces acting on the non-stepped and double-stepped planing hulls during yawed steady motion." Proceedings of the Institution of Mechanical Engineers, Part M: Journal of Engineering for the Maritime Environment 233, no. 2 (January 19, 2018): 428–42. http://dx.doi.org/10.1177/1475090217751549.

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This article focuses on the steady motion of yawed planing hulls with emphasis on the effects of adding steps to the bottom of these vessels on the hydrodynamic forces and moments acting on the boat. To analyze the problem, the Ansys-CFX software is used and three different planing hulls are investigated in steady yawed condition. The main targeted results include hydrodynamic forces and moments acting on the boat at different yaw angles and beam Froude numbers which provide important insights regarding the effects of loading and adding step on these forces and moments. The numerically predicted sway forces are compared against experimental data, suggesting that the current numerical model predicts sway and surge forces with reasonable accuracy. Moreover, it is observed that surge force coefficient of the investigated prismatic planing hull with light loading condition does not change significantly when the hull is relocated in a yaw angle, while it is remarkably affected when the boat is heavy. Furthermore, it is observed that this prismatic planing hull has smaller rolling moment in a steady yawed motion, when it moves at larger beam Froude number. Meanwhile, the computed yawing moments of this hull indicate that an increase in speed does not change this moment notably, while an increase in its weight yields larger yawing moment. Comparison of the results of stepped and non-stepped planing hulls indicates that surge force coefficient of the stepped hull is larger, while its sway force and rolling moment are smaller. This is mainly caused by the shape of the interrupted wetted surface and larger number of maximum pressure area in the stepped planing hull. Finally, it is concluded that there is no significant difference between the yawing moment of the investigated stepped and non-stepped planing hulls.
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6

Hu, Xing Jun, Peng Qin, Peng Guo, and Jing Yu Wang. "Influence of Front Shape on Crosswind Aerodynamic Loads of Heavy-Duty Truck: A Numerical Case Study." Advanced Materials Research 569 (September 2012): 428–32. http://dx.doi.org/10.4028/www.scientific.net/amr.569.428.

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Research was done on the crosswind aerodynamic loads of three different front shape heavy-duty trucks by the method of numerical simulation. According to the research, the side force and the rolling moment of truck change slightly, but the drag and yawing moment changes dramatically when running in strong crosswind with different front shapes. The conclusions were drawn from discussion that the long head heavy-duty truck has the least yawing moment among the studied trucks so it has the best driving stability correspondingly.
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7

Shearwood, Thomas R., Mostafa R. A. Nabawy, William J. Crowther, and Clyde Warsop. "A Novel Control Allocation Method for Yaw Control of Tailless Aircraft." Aerospace 7, no. 10 (October 19, 2020): 150. http://dx.doi.org/10.3390/aerospace7100150.

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Tailless aircraft without vertical stabilisers typically use drag effectors in the form of spoilers or split flaps to generate control moments in yaw. This paper introduces a novel control allocation method by which full three-axis control authority can be achieved by the use of conventional lift effectors only, which reduces system complexity and control deflection required to achieve a given yawing moment. The proposed method is based on synthesis of control allocation modes that generate asymmetric profile and lift induced drag whilst maintaining the lift, pitching moment and rolling moment at the trim state. The method uses low order models for aerodynamic behaviour characterisation based on thin aerofoil theory, lifting surface methodology and ESDU datasheets and is applied to trapezoidal wings of varying sweep and taper. Control allocation modes are derived using the zero-sets of surrogate models for the characterised aerodynamic behaviours. Results are presented in the form of control allocations for a range of trimmed sideslip angles up to 10 degrees optimised for either maximum aerodynamic efficiency (minimum drag for a specific yawing moment) or minimum aggregate control deflection (as a surrogate observability metric). Outcomes for the two optimisation objectives are correlated in that minimum deflection solutions are always consistent with efficient ones. A configuration with conventional drag effector is used as a reference baseline. It is shown that, through appropriate allocation of lift based control effectors, a given yawing moment can be produced with up to a factor of eight less aggregate control deflection and up to 30% less overall drag compared to use of a conventional drag effector.
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8

Brincklow, J. R., and D. F. Hunsaker. "Aileron size and location to minimise induced drag during rolling-moment production at zero rolling rate." Aeronautical Journal 125, no. 1287 (April 12, 2021): 807–29. http://dx.doi.org/10.1017/aer.2020.139.

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AbstractMost modern aircraft employ discrete ailerons for roll control. The induced drag, rolling moment, and yawing moment for an aircraft depend in part on the location and size of the ailerons. In the present study, lifting-line theory is used to formulate theoretical relationships between aileron design and the resulting forces and moments. The theory predicts that the optimum aileron geometry is independent of prescribed lift and rolling moment. A numerical potential flow algorithm is used to evaluate the optimum size and location of ailerons for a wide range of planforms with varying aspect ratio and taper ratio. Results show that the optimum aileron design to minimise induced drag always extends to the wing tip. Impacts to induced drag and yawing moment are also considered, and results can be used to inform initial design and placement of ailerons on future aircraft. Results of this optimisation study are also compared to theoretical optimum results that could be obtained from morphing-wing technology. Results of this comparison can be used to evaluate the potential benefits of using morphing-wing technology rather than traditional discrete ailerons.
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9

Malik, Bilal, Suhail Akhtar, and Jehanzeb Masud. "Aircraft spin characteristics with high-alpha yawing moment asymmetry." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 232, no. 15 (July 12, 2017): 2793–806. http://dx.doi.org/10.1177/0954410017718215.

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This paper analyzes the open-loop spin dynamics of a fighter configuration that exhibits yawing moment asymmetry at high angles of attack. High-fidelity aerodynamic model, in a look-up-tables form, is developed using the experimental data from static, coning, and oscillatory coning rotary balance wind tunnel tests. As a first step, all attainable equilibrium spin modes along with their sensitivity to control settings are predicted. Investigation of the dynamic characteristics of the predicted spin modes is performed using six degrees-of-freedom time history simulations, which showed that both, right and left flat spins are oscillatory and divergent. Influence of high-alpha yawing moment asymmetry on the spin recovery piloting strategies with control inputs is also studied with six degrees-of-freedom time history simulations. Our studies reveal that the proposed spin recovery strategies effectively reduce the recovery time for the left flat spins. However, aircraft’s inherent tendency to yaw rightwards due to high-alpha yawing moment asymmetry renders proposed spin recovery strategies ineffective in accelerating the recovery of the right flat spins.
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10

Sachs, Gottfried. "Aerodynamic yawing moment characteristics of bird wings." Journal of Theoretical Biology 234, no. 4 (June 2005): 471–78. http://dx.doi.org/10.1016/j.jtbi.2004.12.001.

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11

Wang, De Jun, Yuan Yuan Wang, Hong Hong Feng, Li Hua Wang, and Chao Liu. "The Optimization of Braking Force Distribution Control Strategy for ESP System." Applied Mechanics and Materials 80-81 (July 2011): 1065–69. http://dx.doi.org/10.4028/www.scientific.net/amm.80-81.1065.

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To adjust the car yawing moment through specific wheels braking is a kind of widely used method by various auto stability control system. The braking of different wheels will have different effects on direction and the size of the car yawing moment. Based on the established simulink simulation model platform of automobile Electronic Stability Program (ESP) control system, this paper makes a research and analysis on the vehicle stability in five kinds of typical working conditions under three kinds of braking force distribution control strategies. Finally, we propose an optimized braking force distribution control strategy which is determined by the road condition.
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12

Sachs, Gottfried, and Mochammad Agoes Moelyadi. "Effect of slotted wing tips on yawing moment characteristics." Journal of Theoretical Biology 239, no. 1 (March 2006): 93–100. http://dx.doi.org/10.1016/j.jtbi.2005.07.016.

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13

Li, Daochun, Qichen Liu, Yining Wu, and Jinwu Xiang. "Design and analysis of a morphing drag rudder on the aerodynamics, structural deformation, and the required actuating moment." Journal of Intelligent Material Systems and Structures 29, no. 6 (September 20, 2017): 1038–49. http://dx.doi.org/10.1177/1045389x17730910.

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The split drag rudder is an important yawing control device for the tailless flying-wing aircraft. In this article, a new morphing drag rudder is proposed based on the chordwise continuous variable camber technology. The designs of the structure and actuation system are first presented. A comparative study on the aerodynamics of the morphing and traditional drag rudders is performed numerically. The results show that the morphing drag rudder experiences a larger aerodynamic drag than the traditional one at small angles of attack. The analysis on the structural deformation and the required actuating moment at zero angle of attack are performed. The results show that the deformation due to the aerodynamic load increases more and more slowly with the angle of deflection. Besides, the relationship between the required actuating moment and the trailing edge deformation is linear, which indicates the applicability of using morphing drag rudder for yawing control.
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14

David, S., and A. Seifert. "On the generation of yawing moment using active flow control." International Journal of Heat and Fluid Flow 38 (December 2012): 72–81. http://dx.doi.org/10.1016/j.ijheatfluidflow.2012.05.006.

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15

Hunsaker, Douglas F., Zachary S. Montgomery, and James J. Joo. "Analytic and computational analysis of wing twist to minimize induced drag during roll." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 234, no. 3 (November 6, 2019): 788–803. http://dx.doi.org/10.1177/0954410019886939.

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Geometric and/or aerodynamic wing twist can be used to produce a lift distribution that results in a rolling moment. A decomposed Fourier-series solution to Prandtl’s lifting-line theory is used to develop analytic spanwise antisymmetric twist distributions for roll control that minimize induced drag on wings of arbitrary planform in pure rolling motion. Roll initiation, steady rolling rate, and the transition between the two are each considered. It is shown that if these antisymmetric twist distributions are used, the induced drag is proportional to the square of the rolling moment, and the induced drag during a steady rolling rate is equal to that on the wing at the same lift coefficient with no rolling rate or antisymmetric twist distribution. Results also show that if these antisymmetric twist distributions are used on straight, tapered wings without symmetric twist, any rolling maneuver for which the rolling rate and rolling moment have the same sign will always produce a yawing moment in the opposite direction. Computational results are also included, which were obtained using a gradient-based optimization algorithm in combination with a modern numerical lifting-line algorithm to find the optimum twist solutions. The resulting twist, induced drag, and yawing moment solutions compare favorably with the analytic solutions developed in the text. The solutions presented here can be used to inform the design of morphing aircraft.
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16

Wood, N. J., and W. J. Crowther. "Yaw control by tangential forebody blowing." Aeronautical Journal 98, no. 974 (April 1994): 147–54. http://dx.doi.org/10.1017/s000192400004999x.

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Summary Aircraft yaw control at high angles of attack by tangential forebody blowing has been investigated experimentally. Tests were performed in the University of Bath 21 m x 1.5 m low speed wind tunnel using a 6% scale generic combat aircraft model fitted with blowing slots in the nose cone. Six component strain gauge balance force and moment data were measured for angles of attack up to 90° for various slot geometries and locations. The effect of slot azimuthal location is demonstrated and a slot stall phenomenon described. A geometry dependent forebody/wing flowfield coupling has been identified which can lead to unexpected yawing and rolling moments. The primary source of yawing moment is shown to be the enhanced area of attached flow on the blown side of the forebody rather than direct vortex influence. The optimum slot extent and location depend on the angle of attack range over which control is required. For regions where steady vortex asymmetry is present, slots near the apex of the forebody produce severe control reversals at low blowing rates. These reversals can be minimised by placing the slots away from the apex. For control in regions where the flow is dominated by periodic vortex shedding, long slots offer efficient control to 90° angle of attack. The most suitable compromise for wide range control would appear to be a short slot placed away from the apex of the forebody.
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17

Liu, Hon H. "Load and Inflation Effects on Force and Moment of Passenger Tires Using Explicit Transient Dynamics2." Tire Science and Technology 35, no. 1 (March 1, 2007): 41–55. http://dx.doi.org/10.2346/1.2710447.

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Abstract Explicit transient dynamic FEA (ABAQUS) has been used to model a rolling passenger tire (195/75R14) subjected to a slip-angle sweep of 0 to −1 degree. The computation tracks the rolling and yawing history of the tire on a 3 m (10 in.) diameter drum. Various loads and inflation pressures are applied, and the computed forces and moments at a slip angle of −1 deg are compared to identify their sensitivities to these parameters. It is found that for the current small slip angle used, the lateral force is quite insensitive to inflation and vertical load. The moment, however, is highly dependent on both. The difference in sensitivities is caused by the strong dependence of moment on footprint size, which is controlled by both load and inflation. The presented numerical analysis is useful in understanding tire cornering characteristics.
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18

Rajput, Jahanzeb, Wei Guo Zhang, and Xiao Bo Qu. "A Differential Configuration of Split Drag-Rudders with Variable Bias for Directional Control of Flying-Wing." Applied Mechanics and Materials 643 (September 2014): 54–59. http://dx.doi.org/10.4028/www.scientific.net/amm.643.54.

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The directional stability and control is crucial for the low-speed flight of a flying-wing aircraft. The split drag-rudders are well known devices used to provide directional stability and control in a flying-wing aircraft. As opposed to conventional rudders, the control efficiency of split drag-rudders is typically low for small deflection-angles and the influence on yawing moment is nonlinear. Such characteristics limit the control capability of split drag-rudders at low speed flight with large angle-of-attack. In this paper, a simple method is presented to improve the control efficiency of split drag-rudders at low speed flight with large angle-of-attack. The method is based on a strictly differential configuration of split drag-rudders which operates around a certain variable bias. The bias can be varied according to different flight conditions in order to achieve desired performance. The CFD simulation results are presented in support of this concept. Results also show that the proposed configuration has linearizing effects on yawing moment vs. deflection curves, which may prove helpful in control system design process. The possible control reversal in yaw at large angle of attack can also be avoided with this method.
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19

Wang, Jing Yu, Xing Jun Hu, and Zhi Zhang. "Research of Lane-Changed Overtaking Based on Overlapping Grid." Applied Mechanics and Materials 209-211 (October 2012): 2100–2103. http://dx.doi.org/10.4028/www.scientific.net/amm.209-211.2100.

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Based on overlapping grid, two cars were simulated when lane-changed overtaking and the aerodynamic characteristics of two cars were achieved. By analysis the coefficients of side force and yawing moment and flow field around two cars when two cars’ position changed the flow motivation and rules of interference each other were researched. The conclusions can provide the theoretical foundation for the research of transient overtaking.
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20

Hu, Xing Jun, Lei Liao, Jing Yu Wang, Zhi Zhang, and Feng Tao Ren. "Numerical Research on Aerodynamic Characteristics of Lane-Changed Overtaking Cars Based on Overlapping Grid." Applied Mechanics and Materials 224 (November 2012): 343–47. http://dx.doi.org/10.4028/www.scientific.net/amm.224.343.

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Based on overlapping grid, two cars were simulated numerically through computer when lane-changed overtaking and the aerodynamic characteristics of two cars were achieved. By analysis the coefficients of side force and yawing moment and the flow field around two cars when two cars’ position changed the flow motivation and rules of interference each other were researched. The conclusions can provide the theoretical foundation for the research of transient overtaking
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21

He, Guang Lin, and Xiao Lin Li. "Numerical Simulation of Loitering Aircraft Aerodynamics in Low Speed Flight." Advanced Materials Research 204-210 (February 2011): 139–43. http://dx.doi.org/10.4028/www.scientific.net/amr.204-210.139.

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Aerodynamic design rules of unconventional layout loitering aircraft against the issue of stall in low speed flight were proposed in this paper. Using the SST k-ω two equations turbulence model, the stalling characteristics of the loitering aircraft were studied. Based on the low speed flow field of the loitering aircraft without the deflexion of the helm, aerodynamic parameters such as lift, drag, pitching moment and yawing moment in different workings were calculated. Analysis of the results shows that the loitering aircraft designed has good stalling capability whose critical angle of attack is 18 degrees. The loitering aircraft has good longitudinal and lateral stability under different angle of attack.
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22

McHenry, Matthew J. "Mechanisms of helical swimming: asymmetries in the morphology, movement and mechanics of larvae of the ascidian Distaplia occidentalis." Journal of Experimental Biology 204, no. 17 (September 1, 2001): 2959–73. http://dx.doi.org/10.1242/jeb.204.17.2959.

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SUMMARY A great diversity of unicellular and invertebrate organisms swim along a helical path, but it is not well understood how asymmetries in the body shape or the movement of propulsive structures affect a swimmer’s ability to perform the body rotation necessary to move helically. The present study found no significant asymmetries in the body shape of ascidian larvae (Distaplia occidentalis) that could operate to rotate the body during swimming. By recording the three-dimensional movement of free-swimming larvae, it was found that the tail possessed two bends, each with constant curvature along their length. As these bends traveled posteriorly, the amplitude of curvature changes was significantly greater in the concave-left direction than in the concave-right direction. In addition to this asymmetry, the tail oscillated at an oblique angle to the midline of the trunk. These asymmetries generated a yawing moment that rotated the body in the counterclockwise direction from a dorsal view, according to calculations from hydrodynamic theory. The tails of resting larvae were bent in the concave-left direction with a curvature statistically indistinguishable from the median value for tail curvature during swimming. The flexural stiffness of the tails of larvae, measured in three-point bending, may be great enough to allow the resting curvature of the tail to have an effect on the symmetry of kinematics. This work suggests that asymmetrical tail motion is an important mechanism for generating a yawing moment during swimming in ascidian larvae and that these asymmetries may be caused by the tail’s bent shape. Since helical motion requires that moments also be generated in the pitching or rolling directions, other mechanisms are required to explain fully how ascidian larvae generate and control helical swimming.
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23

Chiou, S.-T., and J.-C. Tzou. "On the balancers of any frequency term of the shaking moment of spatial mechanisms." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 211, no. 1 (January 1, 1997): 37–48. http://dx.doi.org/10.1243/0954406971521647.

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It is proved in this paper that the hodograph of a frequency term (for example the kth frequency term) of the shaking moment of spatial mechanisms is an ellipse. Furthermore, expressions are provided for the lengths and attitudes of the semi-axes of this ellipse in terms of Fourier coefficients of the shaking moment. Accordingly, two equivalent systems of the kth frequency term of the shaking moment can be found; consequently two types of their balancers are proposed. A 7-R linkage is used as a numerical example for demonstrating the effects of the balancers. Additionally, it is also shown that the result of a previous work by other researchers, concerning the optimum balancing of a frequency term of pitching and yawing components of the shaking moment of high-speed machinery, is a special case of this study; furthermore, additional to the balancer they proposed, another is provided.
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24

Bao, Yulong, Huoyue Xiang, and Yongle Li. "A dynamic analysis scheme for the suspended monorail vehicle–curved bridge coupling system." Advances in Structural Engineering 23, no. 8 (January 20, 2020): 1728–38. http://dx.doi.org/10.1177/1369433219900302.

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Based on the rigid–flexible coupling method, an original scheme for the dynamic analysis of the vehicle–bridge interaction between suspended monorail trains and horizontally curved bridges is proposed. Considering the compression deformation and contact model of walking tire and guiding tire, the geometric and mechanical coupling relationships between vehicle and bridge are studied, and the dynamic equations of suspended monorail vehicle–bridge interaction are derived. A vehicle–curved bridge coupling vibration system is established according to transformable relationship between the local coordinate system and the global coordinate system in SIMPACK. Considering a curved bridge under passage of suspended monorail vehicles as an example, the influences of critical system parameters, such as the superelevation, vehicle speed, and bridge curve radius, on the dynamic responses of vehicles and the curved bridge are explored. It is shown that the direction of the yawing moment of the front bogie is in accordance with the turning direction of the vehicle, while the yawing moment of the rear bogie is in the opposite direction. The superelevation has great influence on the lateral guiding force and vertical walking force of vehicle, and vehicle speed is a key factor to the running safety of suspended monorail vehicle. In addition, the curve negotiation ability of vehicle is better with the increase in bridge curve radius.
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25

Huang, Da, and Genxing Wu. "Unsteady Rolling Moment Characteristics for a Fighter Oscillating with Yawing-Rolling Coupled Motion." Journal of Aircraft 43, no. 5 (September 2006): 1570–73. http://dx.doi.org/10.2514/1.21144.

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26

Wang, Y. K., Y. Qin, X. Y. Deng, and X. Huang. "The Investigation on Non-linear Characteristic of Yawing Moment of Twin-tailed Configuration." Procedia Engineering 67 (2013): 347–56. http://dx.doi.org/10.1016/j.proeng.2013.12.034.

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27

Zilman, Gregory. "Forces Exerted on a Hovercraft by a Moving Pressure Distribution: Robustness of Mathematical Models." Journal of Ship Research 50, no. 01 (March 1, 2006): 38–48. http://dx.doi.org/10.5957/jsr.2006.50.1.38.

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The wave resistance, side force, and yawing moment acting on a hovercraft moving on the free surface of a heavy fluid is studied. The hovercraft is represented by a distributed excess pressure. Various types of pressure and bounding contours are considered. The sensitivity of the results to numerous uncertainties in the problem's physical parameters is investigated. It is found that constant pressure over a rectangular region moving with an angle of drift results in peculiar side force values. Several robust mathematical models of a moving hovercraft are proposed and analyzed.
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28

Deng, Yan Ning, Zi E. Zhou, and Fa Zong Li. "Study on the Fuzzy Control Strategy of Automobile Braking Stability." Advanced Materials Research 631-632 (January 2013): 1160–65. http://dx.doi.org/10.4028/www.scientific.net/amr.631-632.1160.

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The article is put forward to using fuzzy control to improve brake stability, designing the fuzzy controller of automobile braking stability, determine the yawing moment control strategy. The simulation experiment indicates that braking stability of automobile that using fuzzy control has a good stability and security, the proposed control strategy can make automobile quickly recover to the expected driving lane after partial drove and maintain a good braking performance, the research shows that the proposed braking stability control strategy is effective and has certain significance for improving the safety of the automobile driving.
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29

Xue, Kai, Wen Bin Wang, and Wei Yuan Wang. "Simulation Research on Dynamic Characteristics of Mooring System for Double Body Working Ship." Key Engineering Materials 419-420 (October 2009): 177–80. http://dx.doi.org/10.4028/www.scientific.net/kem.419-420.177.

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The purpose of this paper is to solve the positioning problem of a double body working ship. Dynamic characteristics of mooring system are analyzed with the effect of wind, wave and current. According to the dynamic equations of the system in the horizontal plane, longitudinal force coefficient, lateral force coefficient and yawing moment coefficient are obtained by towing test. The wind lord, wave load, current load and chain force can be calculated by empirical formulas. The motions of a mooring system are simulated in MATLAB. The results show that yawing motion would be occurred for the mooring system with single anchor at one point. The motions of the system have similar forms under the same amplitude of external loads. The results are agreed well with the observation data from documents about this relation. It is also can be point out that single point mooring system has poor stability and can not control the motion accurately. Thus dynamic positioning/mooring system should be developed for anchored working ships. This research in this paper provides the theoretical support and the analysis foundation for the further studies.
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Jana, Shuvrangshu, Harikumar Kandath, Mayur Shewale, and M. Seetharama Bhat. "Effect of propeller-induced flow on the performance of biplane micro air vehicle dynamics." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 234, no. 3 (November 8, 2019): 716–28. http://dx.doi.org/10.1177/0954410019883097.

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This paper presents the analysis of propeller-induced flow effects on the dynamics of a fixed wing biplane micro air vehicle. The analysis is based on wind tunnel tests and mathematical modeling. This analysis plays a pivotal role because the propeller-induced flow has significant effects on the dynamics of fixed wing micro air vehicle due to submergence of a large portion of the wing in propeller slipstream. Although the effect of the propeller-induced flow on the various aerodynamic parameter is reported in the literature; however, its effects on overall forces, moments and vehicle dynamics are not quantified so far. In this paper, propeller-induced flow effects are modeled as a function of motor rotation speed and mathematical analysis is performed to quantify their effects. The wind tunnel test is conducted at different propeller speeds on a biplane micro air vehicle “Skylark”, having wingspan and chord length of 150 mm and 140 mm, respectively. Analysis of results shows that the propeller slipstream increases the overall lift, drag, side force, range, and endurance significantly. Propeller flow also contributes to the rolling moment and the pitching moment, while it has negligible effects on the yawing moment. It is shown that the trim angle of attack is lower when the propeller flow is considered in computing the trim conditions.
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Anusonti-Inthra, P., F. Gandhi, and L. Miller. "Reduction of helicopter vibration through cyclic control of variable orifice dampers." Aeronautical Journal 107, no. 1077 (November 2003): 657–72. http://dx.doi.org/10.1017/s0001924000013531.

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Abstract The present study demonstrates that cyclically varying the damping coefficient of controllable lag and flap dampers can reduce the 4/rev vibratory hub loads of a four-bladed hingeless rotor helicopter in high speed forward flight. Gradient-based optimization is used to determine the optimal multi-cyclic damping variation inputs that minimise a composite vibration index comprising of all six components of vibratory hub loads. Optimal 2/rev and 3/rev variations in the lag damping coefficient virtually eliminate the vibratory hub drag force and yawing moments, and produce small reductions in the vibratory hub side force. The optimal lag damping variations, interestingly, produce increases in the 3/rev and 5/rev components of the blade root drag shear, that cancel the contributions of the blade root radial shear to the vibratory in-plane hub forces. Despite some increases in higher harmonics of blade response, damper loads, and blade and flexbeam root loads, the lower harmonics and the peak-to-peak values show little change, implying that blade and damper fatigue life would not be adversely affected. When optimal 2/rev and 3/rev variations in flap damping coefficient are introduced in conjunction with the optimal lag damping variations, 30% reductions in the hub vertical vibrations are obtained, in addition to the previous reductions in the vibratory in-plane forces and yawing moment. The cyclic flap damping variations reduce the higher harmonics of the blade root vertical shear. Reductions in hub vibration levels are obtained over a range of forward flight speeds.
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KONO, Toshinori, Shinya YASUDA, Kiyoshi KAWAGUCHI, and Kenichi OKUI. "1001 Flow around the 3BOX type vehicle travelling in crosswind and reduction of yawing moment." Proceedings of Conference of Hokuriku-Shinetsu Branch 2005.42 (2005): 311–12. http://dx.doi.org/10.1299/jsmehs.2005.42.311.

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TANAKA, Futoshi, Kiyoshi KAWAGUCHI, Kenji SUNOHARA, Takumi HASEGAWA, and Kimiyosi TAKADA. "217 Numerical Analysis of Flow around Vehicle Model : Study of Numerical Accuracy of Yawing Moment." Proceedings of Conference of Hokuriku-Shinetsu Branch 2007.44 (2007): 75–76. http://dx.doi.org/10.1299/jsmehs.2007.44.75.

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34

Zhou, Pan, Renliang Chen, and Zhiming Yu. "Analysis on controllability and stability of quad-tilt-rotor aircraft in helicopter mode." Xibei Gongye Daxue Xuebao/Journal of Northwestern Polytechnical University 39, no. 3 (June 2021): 675–84. http://dx.doi.org/10.1051/jnwpu/20213930675.

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The controllability and stability of quad-tilt-rotor aircraft in helicopter mode are modeled and analyzed, which will provide a theoretical guidance for the subsequent control system design. First of all, the flight dynamics model is established considering rotor-wing interference and verified with relevant experiments. Then, a control strategy for helicopter mode is proposed with trim characteristic analysis. Finally, corresponding control efficiency and cross coupling are calculated and analyzed along with characteristics of the stability derivatives and eigenvalues. The results show that the value of heading control efficiency is much smaller than that of other channels. The longitudinal force and pitch moment caused by vertical control input increase with the increase of the velocity. Yawing moment caused by lateral control input shows similar variations. The velocity stability becomes worse with the increase of the velocity. The stability of all other modes is augmented as velocity increases except the spiral mode.
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35

Keogh, James, Graham Doig, Tracie J. Barber, and Sammy Diasinos. "The Aerodynamics of a Cornering Inverted Wing in Ground Effect." Applied Mechanics and Materials 553 (May 2014): 205–10. http://dx.doi.org/10.4028/www.scientific.net/amm.553.205.

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For racing car configurations an inverted wing produces negative lift that allows increased levels of acceleration to be maintained through corners. Routine aerodynamic analysis, however, will typically be in the straight-line condition. A numerical analysis of the inverted T026 wing geometry through the curved path of a constant radius corner was conducted. The asymmetrical properties of the oncoming flow resulted in the introduction of a rolling and yawing moment along the span, as well as side-force. Yaw angle, flow curvature and a velocity gradient resulted in changes to the pressure distribution over the wing surface. Primary vortex behaviour was observed to differ significantly in both direction and structure.
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36

Filippone, A., and J. Siquier. "Aerodynamic admittance of a two-dimensional body." Aeronautical Journal 107, no. 1073 (July 2003): 405–18. http://dx.doi.org/10.1017/s0001924000130039.

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AbstractThe unsteady load response in the frequency domain for a general two-dimensional body has been determined. Systems with one degree of freedom have been considered. The theory is based on the potential incompressible flow, and resolves around a mathematical treatment that starts from the theory of Drischler and Diederich. Admittance for the lift force and pitching moment (or side force and yawing moment for non lifting systems) has been calculated in closed form or numerically for aerofoils, swept back and swept forward wings, delta wings, and some ground vehicles (various car shapes) using sinusoidal and square gusts. Simulations have been performed for a wide range of gust speed ratios. The general features of the admittance function are discussed. It is proved that for some geometries there is an large number of frequencies that yield critical damping. These frequencies are generally very high. Comparisons with existing experimental data are good in the whole range of practical frequencies.
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37

Ko, Arim, Kyoungsik Chang, Dong-Jin Sheen, Young-Hee Jo, and Ho Joon Shim. "CFD Analysis of the Sideslip Angle Effect around a BWB Type Configuration." International Journal of Aerospace Engineering 2019 (April 23, 2019): 1–14. http://dx.doi.org/10.1155/2019/4959265.

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In this study, we conducted numerical simulations for a nonslender BWB type planform with a rounded leading edge and span of 2.0 m to analyze the effect of the sideslip angle on the planform at a freestream velocity of 60 m/s. The Reynolds number based on the mean chord length was 2.9×106, and we considered the angle of attack ranging from -4° to 16° and sideslip angles up to 20°. We used an unstructured mesh with a prism layer for the boundary layer with 1.11×107 grid points, and the k−ω SST turbulence model. We analyzed force and moment coefficients with respect to variation of angle of attack and sideslip angles. Side force and rolling/yawing moment coefficients had highly nonlinear relationships with the sideslip angle while lift and drag coefficients were not significantly affected. We interpreted the mechanism of these aerodynamic characteristics based on pressure and skin friction contours. Suction pressure near the leading edge had a marked effect on the pitching and rolling moment. We identified five flow types on the blunt leading edge swept wing by skin friction lines and off-body streamlines at a high angle of attack and sideslip angles.
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38

Mahdi, Mohammed, and Yasser A. Elhassan. "Stability Analysis of a Light Aircraft Configuration Using Computational Fluid Dynamics." Applied Mechanics and Materials 225 (November 2012): 391–96. http://dx.doi.org/10.4028/www.scientific.net/amm.225.391.

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This work aims to simulate and study the flow field around SAFAT-01 aircraft using numerical solution based on solving Reynolds Averaged Navier-Stokes equations coupled with K-ω SST turbulent model. The aerodynamics behavior of SAFAT-01 aircraft developed at SAFAT aviation complex were calculated at different angles of attack and side slip angles. The x,y and z forces and moments were calculated at flight speed 50m/s and at sea level condition. Lift and drag curves for different angles of attack were plotted. The maximum lift coefficient for SAFAT-01 was 1.67 which occurred at angle of attack 16° and Maximum lift to drag ratio (L/D) was 14 which occurred at α=3°, and the zero lift drag coefficient was 0.0342. Also the yawing moment coefficient was plotted for different side slip angles as well as rolling moment. The longitudinal stability derivatives with respect to angle of attack, speed variation (u), rate of pitch (q) and time rate of change of angle of attack were calculated using obtained CFD results. Concerning lateral stability only side slips derivatives were calculated. To validate this numerical simulation USAF Digital DATCOM is used to analyze this aircraft; a comparison between predicted results for this aircraft and Digital DATCOM indicated that this numerical simulation has high ability for predicting the aerodynamics characteristics.
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39

Liu, Zhongyuan, and Binqian Zhang. "Investigation on a Flow Coupling Rudder for Directional Control of a Low-Aspect Tailless Configuration with Diamond-Shaped Wing." Aerospace 9, no. 2 (February 1, 2022): 79. http://dx.doi.org/10.3390/aerospace9020079.

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To solve the issues of directional control and aerodynamic moment coupling for a low-aspect tailless configuration with a diamond-shaped wing, we herein propose the concept of a flow coupling rudder (FCR). The FCR was composed of two basic control surfaces: a spoiler slot deflector (SSD) on the upper surface of the wing and the corresponding elevon. With the constraints of the fixed area and spanwise position of the SSD, the effects of the leading-edge sweep angle, chord position of the SSD, and collocating deflection angles of the SSD and elevon on the control characteristics of the configuration were analyzed using a numerical method. Based on the analysis, the selection principle of the key parameters for designing the FCR for the configuration was proposed. This proves that the leading edge of the selected SSD should be swept back instead of being parallel to the trailing edge of the wing to design an FCR with favorable aerodynamic performance for such a configuration. By accurately adjusting the parameters of the SSD and elevon, the FCR on the one-side wing could supply an effective yawing moment while simultaneously weakening or even eliminating the coupling pitching and rolling moments of traditional drag-type control surfaces. In this study, we provide a method for the directional control surface design of a low-aspect tailless configuration with a diamond-shaped wing.
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40

Haque, Anwar U., Waqar Asrar, Ashraf A. Omar, Erwin Sulaeman, and Mohamed J. S. Ali. "A novel technique to neutralize the Yawing moment due to asymmetric thrust in a hybrid buoyant aircraft." EPJ Web of Conferences 114 (2016): 02128. http://dx.doi.org/10.1051/epjconf/201611402128.

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41

Filippone, Antonio. "Unsteady Gust Response of Road Vehicles." Journal of Fluids Engineering 125, no. 5 (September 1, 2003): 806–12. http://dx.doi.org/10.1115/1.1603304.

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A theoretical model based on an indicial method is proposed to simulate the unsteady response of a series of road vehicles, including high-speed trains, sports utility vehicles, sports cars, caravans, and pick-up trucks. The response is described in the frequency domain by the aerodynamic admittance for both side force and yawing moment. The properties of the admittance function are discussed for basic two-dimensional geometries, and the existence of critical damping is shown for a number of cases. The vehicles are undergoing aerodynamic forcing in the form of a gust. Systems with one degree-of-freedom were considered. The results show that the main parameters affecting the vehicle’s aerodynamic response are the mean vehicle length compared to the wave length of the gust, and the inclination of the nose.
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42

Hong, Wei Jiang, and Dong Li Ma. "Influence of Control Coupling Effect on Landing Performance of Flying Wing Aircraft." Applied Mechanics and Materials 829 (March 2016): 110–17. http://dx.doi.org/10.4028/www.scientific.net/amm.829.110.

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As flying wing aircraft has no tail and adopts blended-wing-body design, most of flying wing aircrafts are directional unstable. Pitching moment couples seriously with rolling and yawing moment when control surfaces are deflected, bringing insecurity to landing stage. Numerical simulation method and semi-empirical equation estimate method were combined to obtain a high aspect ratio flying wing aircraft’s aerodynamic coefficients. Modeling and simulation of landing stage were established by MATLAB/Simulink. The control coupling effect on lift and drag characteristics and anti-crosswind landing capability was studied. The calculation results show that when the high aspect ratio flying wing aircraft was falling into the deceleration phase, appropriate to increase the opening angle of split drag rudder can reduce the trimming pitching moment deflection of pitch flap, thereby reduce the loss of lift caused by the deflection of pitch flaps. Flying wing aircraft can be rounded out successfully by using the pitch flap gently and steady. Both side-slip method and crabbed method can be applied to the landing of high aspect ratio flying wing aircraft in crosswind, the flying wing aircraft’s anti-crosswind landing capability was weakened by the control coupling effect of split drag rudder and elevon. Sideslip method was recommended in the crosswind landing of flying wing aircraft after calculation and analysis.
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43

Tong, Tong, Bangxing Li, and Xin Ren. "Research on the Influence of Shear Turbulence on the Aerodynamic Loads Characteristics of Wind Turbine." Journal of Physics: Conference Series 2087, no. 1 (November 1, 2021): 012014. http://dx.doi.org/10.1088/1742-6596/2087/1/012014.

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Abstract In order to accurately analysis the aerodynamic loads characteristics of the wind turbine under different turbulent wind conditions, the horizontal homogeneity in the flow field without a wind turbine and the numerical accuracy of the homogeneous flow field with a wind turbine were validated against the experimental results. The aerodynamic loads of the wind turbine were studied under the conditions of the uniform wind with a uniform turbulence intensity, the uniform wind with a shear turbulence intensity, the shear wind with a uniform turbulence intensity and the shear wind with a shear turbulence intensity. The results show that the increasing turbulence intensity leads to a small reduction in the torque of the wind turbine. Compared with uniform wind, shear inflow leads to a sine or cosine variation in the aerodynamic performance of the wind turbine and a reduction in the wind turbine’s thrust and torque. Compared with uniform turbulence intensity, shear turbulence intensity leads to a reduction in the wind turbine’s thrust and torque, and a more obvious phase lag effect, but it has little influence on the yawing moment and pitching moment.
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44

SUNOHARA, Kenji, Kiyoshi KAWAGUCHI, Futoshi TANAKA, Takumi HASEGAWA, and Kimiyosi TAKADA. "216 Numerical Analysis of Flow around Bluff Body with Round Edge : Study of Numerical Accuracy of Yawing Moment." Proceedings of Conference of Hokuriku-Shinetsu Branch 2007.44 (2007): 73–74. http://dx.doi.org/10.1299/jsmehs.2007.44.73.

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45

Asmara, I. P. S., D. Kristianto, M. A. Mustaghfirin, Y. Praharsi, Adianto, A. Z. Arfianto, and C. A. Firmansyah. "Development of the Elements of Tugboat Handling for Berthing and Unberthing of Container Ships." IOP Conference Series: Earth and Environmental Science 1081, no. 1 (September 1, 2022): 012015. http://dx.doi.org/10.1088/1755-1315/1081/1/012015.

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Abstract This paper provides a study on the procedure of tugboat handling for berthing and unberthing of container ships in the Port of Surabaya Container Terminal. The elements of the tugboat assistance consisted of time series of the percentage of tugboats’ power, the direction of the tug’s force, and the duration. This study developed a manoeuvring simulation program using the mathematical manoeuvring group (MMG) model to determine the handling elements to achieve the intended trajectory properly. The model considered the surging force, swaying force, and yawing moment of tugs, as well as the disturbances of current, wind, and wave. The planning trajectory is determined based on berthing and unberthing passages derived from the automatic identification system (AIS) data. The elements resulting in the berthing speed and berthing angle complied with the Permanent International Association of Navigation Congresses (PIANC).
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46

Kurec, Krzysztof, and Janusz Piechna. "Influence of Side Spoilers on the Aerodynamic Properties of a Sports Car." Energies 12, no. 24 (December 10, 2019): 4697. http://dx.doi.org/10.3390/en12244697.

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This paper discusses the capabilities of side spoilers to improve the aerodynamic properties of a sports car exposed to a non-zero yaw angle flow. In such conditions, the aerodynamic drag and lift both increase with the introduction of a side force and a yawing moment, which contribute to the decrease of the car’s handling properties and force the car to change its driving path. Elements mounted on the side of the car make it possible to obtain an asymmetric aerodynamic load distribution and generate additional forces that can be used to counter these effects. The performance of the side spoilers was analyzed at yaw angles ranging from 0° to 15° using the results of numerical calculations. It was established that the side spoilers made it possible to generate at low yaw angles aerodynamic forces that exceeded those caused by a crosswind.
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47

Chung, Hyun-Joon, Yujiang Xiang, Jasbir S. Arora, and Karim Abdel-Malek. "Optimization-based dynamic 3D human running prediction: effects of foot location and orientation." Robotica 33, no. 2 (March 4, 2014): 413–35. http://dx.doi.org/10.1017/s0263574714000253.

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SUMMARYThis paper presents optimization-based dynamic three-dimensional (3D) human running prediction. A predictive dynamics method is used to formulate the running problem, and normal running is formulated as a symmetric and cyclic motion. In addition, a slow jog along curved paths has been formulated. It is a non-symmetric running motion, so a stride formulation has been used. The dynamic effort and impulse are used as the performance measure, and the upper body yawing moment is also included in the performance measure. The joint angle profiles and joint torque profiles are calculated for the full-body human model, and the ground reaction force is determined. The effects of foot location and orientation on the running motion prediction are simulated and studied. Simulation results from this methodology show good correlation with experimental data obtained from human subjects.
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48

Wang, Rui, Hao Zhang, Xian Sheng Li, Xue Lian Zheng, and Yuan Yuan Ren. "Vehicle Dynamics Model Establishing and Dynamic Characteristic Simulation." Applied Mechanics and Materials 404 (September 2013): 244–49. http://dx.doi.org/10.4028/www.scientific.net/amm.404.244.

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By establishing bus simplify coordinate system model and equivalent mechanical model, inertial forces and external forces are analyzed through vehicle lateral movement and vehicle's yaw motion and roll motion. Three degrees of freedom linear motion equation of vehicle is established taking into account lateral motion, yawing movement and rolling motion of vehicle and it can be solved by using method of state space equation. Vehicle dynamic characteristics are analyzed by using this method and programming with Matlab. Vehicle in steering wheel angle step response is analyzed under the conditions of different tire wheel cornering stiffness, moment of inertia, height of center of mass. The results show that increasing rear wheel cornering stiffness, reducing front wheel cornering stiffness and center of mass height, which can effectively improve stability of vehicle. Simulation results provide a theoretical basis and reference for the selection and design of vehicle.
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49

Sato, Ayane, Hiroyuki Nishida, and Satoshi Nonaka. "Preliminary Study on Aerodynamic Control of High-Angle-of-Attack Slender Body Using Blowing from Penetrating Flow Channels." International Journal of Aerospace Engineering 2016 (2016): 1–9. http://dx.doi.org/10.1155/2016/1602043.

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The objective of this study is to experimentally verify a new aerodynamic control concept of a high-angle-of-attack slender body. In the concept, penetrating flow channels are installed to the apex of the slender body. The blowing or suction is generated at the channel exits in response to the surface pressure distribution. First, the effects of the flow channels on the aerodynamic characteristics are experimentally investigated in a low-speed wind tunnel. The result shows the Suction-Blowing type channel is the most effective because its control effect does not reduce even in higher mainstream flow velocity. The peak value of the side force and yawing moment can be reduced by up to 64% and 49%, respectively. In addition, visualization of the surface flow pattern by the oil flow method shows that the Suction-Blowing type channel makes not only the primary separation line on the body side but also the secondary separation line on the body back become symmetric.
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50

Veerasamy, D., A. R. Tajik, L. Pastur, and V. Parezanović. "Effect of base blowing by a large-scale fluidic oscillator on the bistable wake behind a flat-back Ahmed body." Physics of Fluids 34, no. 3 (March 2022): 035115. http://dx.doi.org/10.1063/5.0082844.

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The dynamics of the wake behind a flat-back Ahmed body are modified using a large-scale fluidic oscillator, aiming at drag reduction and the reflectional symmetry breaking (RSB) mode suppression. In the present experiment, the sweeping jet (SWJ) actuator is integrated into the base of the bluff body such that its nozzle width corresponds to about 2/3 of the bluff body base width. The jet is sweeping in the horizontal plane, which coincides with the plane of the wake flow state switching due to the RSB mode. The impact of the SWJ actuator is evaluated for three different locations along the base's height, and for a range of blowing coefficients. The base suction coefficient is recorded from four pressure measurements at the base, while the drag coefficient is obtained from direct force and moment measurements. Particle image velocimetry of the near wake reveals the modifications of the mean flow, which elucidate on the changes in the base suction and drag coefficients. Both drag reduction and RSB mode suppression are achieved, however, not for the same blowing coefficient. The symmetrized wake yields a near Gaussian distribution of the base pressure gradients around zero in both gy and gz directions. This result is corroborated by the joint probability distributions of pitching and yawing moment fluctuations from force balance measurements.
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