Pub Date : 2023-06-09DOI: 10.13111/2066-8201.2023.15.2.9
A. Seeni
In a continuation of work previously performed by the author on grooved propellers, numerical investigations are performed on Applied Precision Composites 10×7 Slow Flyer propeller. Computational Fluid Dynamics is used to analyze the novel propeller design. The grooved sections considered have a rectangular geometry measuring 0.1×0.1mm and are interchangeably located at 0.09c, 0.17c, 0.32c and 0.42c from the leading edge in a dual grooved configuration. The results of the study showed that the presence of grooves had modified the flow characteristics only to detrimentally impact the thrust performance. However, the grooves improved power performance due to torque reduction. The analysis of the results showed that, for most models, there is lower torque relative to the baseline in the low-to-medium advance ratio operating range. The improvement in torque however, did not improve efficiency in the models.
{"title":"Effect of Multiple Grooves on Aerodynamic Performance of a Low Reynolds Number UAV Propeller (Part I)","authors":"A. Seeni","doi":"10.13111/2066-8201.2023.15.2.9","DOIUrl":"https://doi.org/10.13111/2066-8201.2023.15.2.9","url":null,"abstract":"In a continuation of work previously performed by the author on grooved propellers, numerical investigations are performed on Applied Precision Composites 10×7 Slow Flyer propeller.\u0000Computational Fluid Dynamics is used to analyze the novel propeller design. The grooved sections considered have a rectangular geometry measuring 0.1×0.1mm and are interchangeably located at\u00000.09c, 0.17c, 0.32c and 0.42c from the leading edge in a dual grooved configuration. The results of the study showed that the presence of grooves had modified the flow characteristics only to detrimentally\u0000impact the thrust performance. However, the grooves improved power performance due to torque reduction. The analysis of the results showed that, for most models, there is lower torque relative to the baseline in the low-to-medium advance ratio operating range. The improvement in torque however, did not improve efficiency in the models.","PeriodicalId":37556,"journal":{"name":"INCAS Bulletin","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-06-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45510511","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-06-09DOI: 10.13111/2066-8201.2023.15.2.3
Raul Cormoş, C. Neagoe
One of the major engineering tasks is to evaluate the structural behavior when one of the components has failed. In such cases it is necessary to carry out fail-safe analysis to evaluate if the structure can be used safely in loading conditions. Thus, fail-safe analysis is a vital and important task to properly validate the mechanical structure. The implementation of the fail-safe analysis using the finite element method is usually done by eliminating the given component from the finite element model and carrying out the given analysis. But when due to finite element modeling issues such an approach cannot be carried out without causing singularities in the model, another approach should be used to perform the fail-safe analysis. One such method, presented in this paper, is the zero stiffness method, which applies near-zero stiffness to the structural component that is removed from the finite element model. The zero stiffness method is used by applying close to zero values to the material and element properties, and thus reducing the load that is in the given structural component.
{"title":"Zero stiffness method for fail-safe analysis","authors":"Raul Cormoş, C. Neagoe","doi":"10.13111/2066-8201.2023.15.2.3","DOIUrl":"https://doi.org/10.13111/2066-8201.2023.15.2.3","url":null,"abstract":"One of the major engineering tasks is to evaluate the structural behavior when one of the components has failed. In such cases it is necessary to carry out fail-safe analysis to evaluate if the structure can be used safely in loading conditions. Thus, fail-safe analysis is a vital and important task\u0000to properly validate the mechanical structure. The implementation of the fail-safe analysis using the finite element method is usually done by eliminating the given component from the finite element model and carrying out the given analysis. But when due to finite element modeling issues such an approach cannot be carried out without causing singularities in the model, another approach should be used to perform the fail-safe analysis. One such method, presented in this paper, is the zero stiffness method, which applies near-zero stiffness to the structural component that is removed from the finite element model. The zero stiffness method is used by applying close to zero values to the material and element properties, and thus reducing the load that is in the given structural component.","PeriodicalId":37556,"journal":{"name":"INCAS Bulletin","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-06-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43071820","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-06-09DOI: 10.13111/2066-8201.2023.15.2.13
B. A. Nicolin, I. Nicolin
Hydrogen is the most plentiful chemical element in the visible universe. The mass composition of the visible universe is approximately 74% hydrogen, 24% helium, 1% oxygen, and the rest of all other chemical elements is about 1%. Hydrogen has the symbol H and the atomic number 1. It is placed in the first position in Mendeleev's periodic table of elements, in the upper left corner. It is an easily flammable, colorless, tasteless, odorless gas, and in nature, it is found mainly in the form of the diatomic molecule, H 2. With an atomic mass unit of 1.00794, hydrogen is the lightest chemical element. Etymologically, the word hydrogen is a combination of two Greek words hydor and gennan meaning: water producer. Hydrogen (H 2) has a very good calorific value per mass unit 143 MJ/kg which is 3.33 times more than the calorific value of kerosene or diesel fuel. Green hydrogen (clean hydrogen or renewable hydrogen) is produced by electrolysis of water (splitting of water into hydrogen and oxygen) using electricity from renewable sources such as solar energy, wind energy, seawater waves energy, or tidal power. Green hydrogen is an environmentally-friendly power source (no harmful gases). This paper presents recent documentary research by the authors on green hydrogen as an environmentally-friendly power source: for space rocket launches and for hydrogen fuel cells used in the space shuttle as electrical power generators and drinking water generators from launch to return from the space mission; as fuel for a modified turboprop engine (Rolls-Royce and easyJet); as fuel for the European Destinus aircraft using the Jungfrau technology system for a planned hypersonic aircraft using a modified commercial afterburning engine; as fuel for modified gas turbine engines and hydrogen fuel cells to supply electrical power to supplement the gas turbine for the Airbus ZEROe aircraft, etc.
{"title":"Green hydrogen as an environmentally-friendly power source","authors":"B. A. Nicolin, I. Nicolin","doi":"10.13111/2066-8201.2023.15.2.13","DOIUrl":"https://doi.org/10.13111/2066-8201.2023.15.2.13","url":null,"abstract":"Hydrogen is the most plentiful chemical element in the visible universe. The mass composition of the visible universe is approximately 74% hydrogen, 24% helium, 1% oxygen, and the rest of all other chemical elements is about 1%. Hydrogen has the symbol H and the atomic number 1. It is placed in the first position in Mendeleev's periodic table of elements, in the upper left corner. It is an easily flammable, colorless, tasteless, odorless gas, and in nature, it is found mainly in the form of the diatomic molecule, H 2. With an atomic mass unit of 1.00794, hydrogen is the lightest chemical element.\u0000Etymologically, the word hydrogen is a combination of two Greek words hydor and gennan meaning: water producer. Hydrogen (H 2) has a very good calorific value per mass unit 143 MJ/kg which is 3.33 times more than the calorific value of kerosene or diesel fuel. Green hydrogen (clean hydrogen or renewable hydrogen) is produced by electrolysis of water (splitting of water into hydrogen and oxygen) using electricity from renewable sources such as solar energy, wind energy, seawater waves energy, or tidal power. Green hydrogen is an environmentally-friendly power source (no harmful gases). This paper presents recent documentary research by the authors on green hydrogen as an environmentally-friendly power source: for space rocket launches and for hydrogen fuel cells used in the space shuttle as electrical power generators and drinking water generators from launch to return from the space mission; as fuel for a modified turboprop engine (Rolls-Royce and easyJet); as fuel for the European Destinus aircraft using the Jungfrau technology system for a planned hypersonic aircraft using a\u0000modified commercial afterburning engine; as fuel for modified gas turbine engines and hydrogen fuel cells to supply electrical power to supplement the gas turbine for the Airbus ZEROe aircraft, etc.","PeriodicalId":37556,"journal":{"name":"INCAS Bulletin","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-06-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43993321","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-06-09DOI: 10.13111/2066-8201.2023.15.2.5
Raja Munusamy, Kokila Vasudevan, R. Sundaramoorthy
Satellites are intended to be of massive cost, hard, or hard to keep up and fix in circle. The point of this task is to decide an effective strategy to decide the orbital and heading data for the Nano satellite. To design the exact trajectory and circle for a satellite, information regarding the components which are liable for the deviation in the method of satellites. The factors that should be taken into account to determine the exact location of the satellite. It could be accomplished with the assistance of software responsible for orbit simulation, to do programming with Orbitron so as to get the required output. Orbitron is a simple 2D solver in which TLE files are uploaded, for AAUSAT CUBESAT. The various impacts on the satellite in space are slight deviation in the satellite from its orbit. The motion of the body with includes the disturbing forces in the orbit. However, a satellite has deviated from its normal path due to several forces. This deviation is termed as orbital perturbation. The changes in the orbital element with respect to secular variations are considered using orbital quaternions. The output from satellite dynamic model is received from attitude sensor. The comparative data (Input and Feedback) will generate error signal. To minimize the error signal using proportional integral and derivative (PID) is proposed controller implemented with MATLAB environment.
{"title":"Design and Analysis of AAUSAT Cube Satellite Attitude Determination with PID Algorithms and Orbitron TLE","authors":"Raja Munusamy, Kokila Vasudevan, R. Sundaramoorthy","doi":"10.13111/2066-8201.2023.15.2.5","DOIUrl":"https://doi.org/10.13111/2066-8201.2023.15.2.5","url":null,"abstract":"Satellites are intended to be of massive cost, hard, or hard to keep up and fix in circle. The point of this task is to decide an effective strategy to decide the orbital and heading data for the Nano satellite. To design the exact trajectory and circle for a satellite, information regarding the components which are liable for the deviation in the method of satellites. The factors that should be taken into account to determine the exact location of the satellite. It could be accomplished with the assistance of\u0000software responsible for orbit simulation, to do programming with Orbitron so as to get the required output. Orbitron is a simple 2D solver in which TLE files are uploaded, for AAUSAT CUBESAT. The various impacts on the satellite in space are slight deviation in the satellite from its orbit. The motion of the body with includes the disturbing forces in the orbit. However, a satellite has deviated from its normal path due to several forces. This deviation is termed as orbital perturbation. The changes in the orbital element with respect to secular variations are considered using orbital quaternions. The output from satellite dynamic model is received from attitude sensor. The comparative data (Input and\u0000Feedback) will generate error signal. To minimize the error signal using proportional integral and derivative (PID) is proposed controller implemented with MATLAB environment.","PeriodicalId":37556,"journal":{"name":"INCAS Bulletin","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-06-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44282265","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-06-09DOI: 10.13111/2066-8201.2023.15.2.12
Iulia CAPRIAN, Ionut Valentin LOM, Iurie CAPRIAN
For five years now, the world economy has been affected by various crisis phenomena, which are currently forming as a consequence of the pandemic crisis, followed by the energy crisis, and the military conflict between Russia and Ukraine. Inevitably, this economic cataclysm has some influence on the global aviation insurance market. The recovery process of the global airline industry can be considered /seen as a beneficial factor in this context. At the same time, it is necessary to take into account the existing risk factors in this field of economic activity. Among the most important areas of adjustment in the aviation insurance market are the consequences of the pandemic crisis, cyber risks and the impact of the military conflict between Russia and Ukraine.
{"title":"Aviation insurance industry in the global economic crisis","authors":"Iulia CAPRIAN, Ionut Valentin LOM, Iurie CAPRIAN","doi":"10.13111/2066-8201.2023.15.2.12","DOIUrl":"https://doi.org/10.13111/2066-8201.2023.15.2.12","url":null,"abstract":"For five years now, the world economy has been affected by various crisis phenomena, which are currently forming as a consequence of the pandemic crisis, followed by the energy crisis, and the military conflict between Russia and Ukraine. Inevitably, this economic cataclysm has some influence on the global aviation insurance market. The recovery process of the global airline industry can be considered /seen as a beneficial factor in this context. At the same time, it is necessary to take into account the existing risk factors in this field of economic activity. Among the most important areas of adjustment in the aviation insurance market are the consequences of the pandemic crisis, cyber risks and the impact of the military conflict between Russia and Ukraine.","PeriodicalId":37556,"journal":{"name":"INCAS Bulletin","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-06-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135099569","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-06-09DOI: 10.13111/2066-8201.2023.15.2.6
Andrei Neamtu, Anton Balaban, S. Berbente, G. Stroe, Emil Costea, I. Stefanescu, I. Andrei, Ionel Popescu
This study presents the flight plan data related to aircraft performance and is tested against the aircraft performance database. The Significant Meteorological Information Reports - SIGMET will be generated by the system according to the selected turbulence areas by attaching different AIS data to an exercise that can change the simulation objectives. The exercise must be assigned to one or more courses to be able to attach meteorological data when viewing a data recording; changes can be made to the aircraft as in a normal exercise run, while the other instructions will be loaded from the recorded data file. A data recording is airspace dependent, changing the airspace can make the data recording fail during playback. Video Recording is only available for the RADAR Simulator. A video recording can be made at any time during a simulation session; a data recording can be selected only at the beginning of the simulation session and cannot be started during the simulation session; if the simulator is integrated with the Voice Communication System and the audio channels, then a sound recording window will automatically pop-up. For this study, an ideal case, for the configuration presentation we will assume that the 3D Tower Simulator is composed of 4 LCD/Projectors to create the out-of-the- window view, 180 degrees, 2 Pseudo-Pilots, and 1 Supervisor/FEEDER Position. The 4 image generators will be provided by SIM01, SIM02, SIM03, and SIM04. The Pseudo-Pilots positions will be provided by SIM05 and SIM06. The Supervisor/Feeder Position will be provided by SIM07. For the Tower Controller Working Positions, we will provide the following information displays: DE – Flight Data Equipment/Clearance Delivery, MET – Meteorological Information, LCP –Lights Control Panel, and a RADAR Image. Station SIM08 will be used. Stations SIM01, SIM02, SIM03, and SIM04 are equipped with one large LCD Display or a Projector; Stations SIM05 and SIM07 are equipped with 2 monitors, one for the RADAR Image and the other one for the bird-eye view over the airport; Station SIM06 is equipped with one monitor for the bird-eye view over the airport; Station SIM08 is equipped with 4 monitors providing all necessary information for the Tower Controller Working Positions. SIM07, as presented above, is the FEEDER/SUPERVISOR for the RADAR Simulator, the approach sector is “TMA” and the application will be started on the second monitor, the first monitor is used for the 3D Tower Simulator. SIM07 is also FEEDER/SUPERVIZOR for the 3D Tower Simulator, the station function will be “3DTWR” and the sector will be the previously created 3D Tower configuration, “TOWER”. On SIM08 will add a RADAR Image for the Tower Controller Working Positions, sector is “TMA”, the application will be started on monitor 4, and the station function is “TWR”. Usually, for an aircraft departing from an airport inside an approach sector, the first owner will be the tower until passing the maximum flight level/ altitu
{"title":"Air Traffic Control software implemented in RADAR","authors":"Andrei Neamtu, Anton Balaban, S. Berbente, G. Stroe, Emil Costea, I. Stefanescu, I. Andrei, Ionel Popescu","doi":"10.13111/2066-8201.2023.15.2.6","DOIUrl":"https://doi.org/10.13111/2066-8201.2023.15.2.6","url":null,"abstract":"This study presents the flight plan data related to aircraft performance and is tested against the aircraft performance database. The Significant Meteorological Information Reports - SIGMET will be generated by the system according to the selected turbulence areas by attaching different AIS data to an exercise that can change the simulation objectives. The exercise must be assigned to one or more courses to be able to attach meteorological data when viewing a data recording; changes can be made to the aircraft as in a normal exercise run, while the other instructions will be loaded from the recorded data file. A data recording is airspace dependent, changing the airspace can make the data recording fail during playback. Video Recording is only available for the RADAR Simulator. A video recording can be made at any time during a simulation session; a data recording can be selected only at the\u0000beginning of the simulation session and cannot be started during the simulation session; if the simulator is integrated with the Voice Communication System and the audio channels, then a sound recording\u0000window will automatically pop-up. For this study, an ideal case, for the configuration presentation we will assume that the 3D Tower Simulator is composed of 4 LCD/Projectors to create the out-of-the- window view, 180 degrees, 2 Pseudo-Pilots, and 1 Supervisor/FEEDER Position. The 4 image\u0000generators will be provided by SIM01, SIM02, SIM03, and SIM04. The Pseudo-Pilots positions will be provided by SIM05 and SIM06. The Supervisor/Feeder Position will be provided by SIM07. For the Tower Controller Working Positions, we will provide the following information displays: DE – Flight Data Equipment/Clearance Delivery, MET – Meteorological Information, LCP –Lights Control Panel, and a RADAR Image. Station SIM08 will be used. Stations SIM01, SIM02, SIM03, and SIM04 are equipped with one large LCD Display or a Projector; Stations SIM05 and SIM07 are equipped with 2 monitors, one for the RADAR Image and the other one for the bird-eye view over the airport; Station SIM06 is equipped with one monitor for the bird-eye view over the airport; Station SIM08 is equipped with 4 monitors providing all necessary information for the Tower Controller Working Positions.\u0000SIM07, as presented above, is the FEEDER/SUPERVISOR for the RADAR Simulator, the approach sector is “TMA” and the application will be started on the second monitor, the first monitor is used for the 3D Tower Simulator. SIM07 is also FEEDER/SUPERVIZOR for the 3D Tower Simulator, the station function will be “3DTWR” and the sector will be the previously created 3D Tower configuration, “TOWER”. On SIM08 will add a RADAR Image for the Tower Controller Working Positions, sector is “TMA”, the application will be started on monitor 4, and the station function is “TWR”. Usually, for an aircraft departing from an airport inside an approach sector, the first owner will be the tower until passing the maximum flight level/ altitu","PeriodicalId":37556,"journal":{"name":"INCAS Bulletin","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-06-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43210066","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-06-09DOI: 10.13111/2066-8201.2023.15.2.7
Andrei Neamtu, Anton Balaban, S. Berbente, G. Stroe, Emil Costea, I. Stefanescu, I. Andrei, Ionel Popescu
This paper presents the main objective of Air Traffic Management Systems – ATMS that is to achieve optimized performance in terms of aviation safety and the enhancement of the current air transport system, through the in-depth study of the complex integration of all advanced technologies regarding air traffic monitoring, aeronautical communications on-board computers, display and control systems within the extended framework of Air Traffic Services - ATS. The Flight Management System - FMS is indispensable for flight planning, air navigation, flight performance management, aircraft guidance on the flight path and continuous monitoring of the progress during flight. The FMS is the device used by the flight crew to select various modes of flight control via the flight control computer - FCM and to display flight plans and other flight data via the Multi-Functional Control Display Unit - MCDU. The flight path is monitored by the MCDU and the Electronic Instrument System – EIS. The in-depth study of Air Transport Efficiency when applying air traffic service operational analysis and trajectory determination methods to identify key areas of Air Traffic Management inefficiencies and to prioritize and implement appropriate optimization methods are presented and analyzed in detail in this paper.
{"title":"Study on the practical method implementation of the navigation equations in a simulated FMS","authors":"Andrei Neamtu, Anton Balaban, S. Berbente, G. Stroe, Emil Costea, I. Stefanescu, I. Andrei, Ionel Popescu","doi":"10.13111/2066-8201.2023.15.2.7","DOIUrl":"https://doi.org/10.13111/2066-8201.2023.15.2.7","url":null,"abstract":"This paper presents the main objective of Air Traffic Management Systems – ATMS that is to achieve optimized performance in terms of aviation safety and the enhancement of the current air transport system, through the in-depth study of the complex integration of all advanced technologies regarding air traffic monitoring, aeronautical communications on-board computers, display and control systems within the extended framework of Air Traffic Services - ATS. The Flight Management System - FMS is indispensable for flight planning, air navigation, flight performance management, aircraft guidance on the flight path and continuous monitoring of the progress during flight. The FMS is the device used by the flight crew to select various modes of flight control via the flight control computer - FCM and to display flight plans and other flight data via the Multi-Functional Control Display Unit - MCDU. The flight path is monitored by the MCDU and the Electronic Instrument System – EIS. The in-depth study of Air Transport Efficiency when applying air traffic service operational analysis and trajectory determination methods to identify key areas of Air Traffic Management\u0000inefficiencies and to prioritize and implement appropriate optimization methods are presented and analyzed in detail in this paper.","PeriodicalId":37556,"journal":{"name":"INCAS Bulletin","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-06-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46649854","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-03-07DOI: 10.13111/2066-8201.2023.15.1.2
Tahar Blizak, A. Gasmi
In this paper, the two-dimensional problem of irrotational flow past a wedge located in the center of the channel is considered. Assuming that the fluid is incompressible and non-viscous, the influence of gravity is ignored but the surface tension is considered. The problem which is characterized by the nonlinear boundary conditions on the free surface of the unknown equation is solved numerically by the series truncation technique. The results show that for all given wedge configurations, there is a critical value for the Weber number, for which there is no solution for every Weber number value smaller than this. In addition, the obtained results extend the work done by Gasmi and Mekias [2].
{"title":"Nonlinear Free Surface Flow past a Wedge in Channel","authors":"Tahar Blizak, A. Gasmi","doi":"10.13111/2066-8201.2023.15.1.2","DOIUrl":"https://doi.org/10.13111/2066-8201.2023.15.1.2","url":null,"abstract":"In this paper, the two-dimensional problem of irrotational flow past a wedge located in the center of the channel is considered. Assuming that the fluid is incompressible and non-viscous, the influence of gravity is ignored but the surface tension is considered. The problem which is characterized by the nonlinear boundary conditions on the free surface of the unknown equation is solved numerically by the series truncation technique. The results show that for all given wedge configurations, there is a critical value for the Weber number, for which there is no solution for every Weber number value smaller than this. In addition, the obtained results extend the work done by Gasmi and Mekias [2].","PeriodicalId":37556,"journal":{"name":"INCAS Bulletin","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-03-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47939857","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-03-07DOI: 10.13111/2066-8201.2023.15.1.4
Nourddine Ghelem, D. Boudana, O. Bouchhida
in recent years, UAVs (Unmanned Aerial Vehicle) have become playing an active role and have been involved in a number of fields such as surveillance, photography, agriculture, transportation and communications. For this reason, the research institution is working to develop linear and non-linear controllers to make these UAVs more stable and effective while performing various tasks assigned to them. In this paper, a longitudinal autopilot was designed for a solar UAV (sky sailor) using two controllers, the first is SLC (Successive Loop Closure) which is a classic controller that is based on successive loops with a PID controller, and the second method is the TECS (Total Energy Control System) controller that depends on the total specific energy rate and the energy distribution rate to control the airspeed and altitude of the UAV. After detailing the working principle and tuning of each controller they were applied to the non-linear model of UAV using MATLAB Simulink. Through the results obtained from the simulations, we conclude that the TECS controller is better than the SLC controller in terms of stability and energy economy, being an ideal choice for solar UAVs to increase their endurance, and for civil aircraft to reduce the cost of flights.
近年来，无人机(Unmanned Aerial Vehicle, UAVs)在监控、摄影、农业、交通、通信等多个领域发挥着积极的作用。因此，该研究机构正在努力开发线性和非线性控制器，以使这些无人机在执行分配给它们的各种任务时更加稳定和有效。设计了一种太阳能无人机(天空水手)纵向自动驾驶仪，采用两种控制器，一种是基于连续回路的经典控制器SLC (continuous Loop Closure)，另一种是基于总比能率和能量分配率来控制无人机空速和高度的总能量控制系统TECS (Total Energy Control System)控制器。在详细阐述了各控制器的工作原理和整定后，利用MATLAB Simulink将其应用于无人机的非线性模型。仿真结果表明，TECS控制器在稳定性和能源经济性方面优于SLC控制器，是太阳能无人机提高续航能力和民用飞机降低飞行成本的理想选择。
{"title":"Design of longitudinal autopilot for Sky Sailor UAV using SLC and TECS controllers","authors":"Nourddine Ghelem, D. Boudana, O. Bouchhida","doi":"10.13111/2066-8201.2023.15.1.4","DOIUrl":"https://doi.org/10.13111/2066-8201.2023.15.1.4","url":null,"abstract":"in recent years, UAVs (Unmanned Aerial Vehicle) have become playing an active role and have been involved in a number of fields such as surveillance, photography, agriculture, transportation and communications. For this reason, the research institution is working to develop linear and non-linear controllers to make these UAVs more stable and effective while performing various tasks assigned to them. In this paper, a longitudinal autopilot was designed for a solar UAV (sky sailor) using two controllers, the first is SLC (Successive Loop Closure) which is a classic controller that is based on successive loops with a PID controller, and the second method is the TECS (Total Energy Control System) controller that depends on the total specific energy rate and the energy distribution rate to control the airspeed and altitude of the UAV. After detailing the working principle and tuning of each controller they were applied to the non-linear model of UAV using MATLAB Simulink. Through the results obtained from the simulations, we conclude that the TECS controller is better than the SLC controller in terms of stability and energy economy, being an ideal choice for solar UAVs to increase their endurance, and for civil aircraft to reduce the cost of flights.","PeriodicalId":37556,"journal":{"name":"INCAS Bulletin","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-03-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47238368","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-03-07DOI: 10.13111/2066-8201.2023.15.1.9
Florin-Adrian Stancu, Víctor Manuel MORENO VILLA, Carlos DOMÍNGUEZ SÁNCHEZ, Andrei Valentin Plamadeala, Daniel OVEJERO PROVENCIO
Juventas is a 6U CubeSat which is part of HERA planetary defense mission and takes advantage of an innovative visual based guidance, navigation and control (GNC) system to perform autonomous navigation in the proximity of the Didymain system. The GNC system is designed to ensure safe navigation in the harsh and unpredictable environment of deep space and finally to take more risks by landing on the surface of Dimorphos. To achieve a qualitative software (SW) product, a dedicated procedure of SW lifecycle is developed by starting with GNC and image processing design, which concludes with the final embedded system that will perform the visual navigation task. A Design, Development, Verification and Validation (DDVV) approach is developed to achieve the flight software: model in the loop (MIL), auto-coding, software in the loop (SIL), processor in the loop (PIL) and finally hardware in the loop (HIL). The DDVV is developed by having as guideline the ECSS standards for SW. The flight software reaches maturity by performing dynamic/static code analysis and code coverage. To ensure an optimal process, a waterfall life-cycle is considered, where dedicated MIL, SIL, PIL and HIL test benches are developed to fully support the activity and to reduce to minimum the development costs.[7]
{"title":"Visual based GNC system from prototype to flight software","authors":"Florin-Adrian Stancu, Víctor Manuel MORENO VILLA, Carlos DOMÍNGUEZ SÁNCHEZ, Andrei Valentin Plamadeala, Daniel OVEJERO PROVENCIO","doi":"10.13111/2066-8201.2023.15.1.9","DOIUrl":"https://doi.org/10.13111/2066-8201.2023.15.1.9","url":null,"abstract":"Juventas is a 6U CubeSat which is part of HERA planetary defense mission and takes advantage of an innovative visual based guidance, navigation and control (GNC) system to perform autonomous navigation in the proximity of the Didymain system. The GNC system is designed to ensure safe navigation in the harsh and unpredictable environment of deep space and finally to take more risks by landing on the surface of Dimorphos. To achieve a qualitative software (SW) product, a dedicated procedure of SW lifecycle is developed by starting with GNC and image processing design, which concludes with the final embedded system that will perform the visual navigation task. A Design, Development, Verification and Validation (DDVV) approach is developed to achieve the flight software: model in the loop (MIL), auto-coding, software in the loop (SIL), processor in the loop (PIL) and finally hardware in the loop (HIL). The DDVV is developed by having as guideline the ECSS standards for SW. The flight software reaches maturity by performing dynamic/static code analysis and code coverage. To ensure an optimal process, a waterfall life-cycle is considered, where dedicated MIL, SIL, PIL and HIL test benches are developed to fully support the activity and to reduce to minimum the development costs.[7]","PeriodicalId":37556,"journal":{"name":"INCAS Bulletin","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-03-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48485008","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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