Chaotic Vibrations in a Buckled Beam Induced by a Galloping Phenomenon

Chaos theory has spectacularly evolved since the pioneering work by E. Lorenz on chaotic motion in a simple, deterministic system. Since then, the chaotic behavior of many other deterministic, low-dimensional systems in a large variety of fields has been developed. In the particular field of aeroelasticity of aircraft structures several reports of chaos have been documented. However, we are unaware of any report of chaotic systems of civil (non-aeronautical) use induced by an aeroelastic phenomenon. In this paper a well defined civil, aeroelastic system, susceptible to exhibit chaotic behavior is presented. The system consists of a buckled beam from which a second beam is suspended. This last beam (hereafter, galloping beam) has a square cross- section and can undergo transverse galloping. The system is subjected to an uniform wind flow and, as it will be shown in the paper, for wind velocities larger than a threshold value, the galloping beam begins to oscillate and induces, for a determined set of parameter values, a chaotic motion in the buckled bea

Fenómenos de galope en obstáculos de sección no rectangular

En esta Tesis se aborda experimentalmente el estudio de la inestabilidad a galope de cuerpos prismáticos de sección triangular, de una manera sistemática, analizando la influencia de los distintos parámetros que intervienen en la aparición del fenómeno. Estos parámetros son la geometría de la sección transversal, representada por el ángulo b formado por los dos lados iguales del triángulo isósceles, el ángulo de ataque de la corriente incidente, a la velocidad de la corriente incidente, UY, y las propiedades mecánicas de la estructura;. Masa m, coeficiente de amortiguamiento estructural Z, y frecuencia natural. Como resultado se han podido dibujar mapas de estabilidad en el plano (a,b). Estos mapas se han obtenido en primer lugar mediante ensayos estáticos, definiendo regiones de inestabilidad de acuerdo al criterio cuasi-estático de Glauert-Den Hartog, y después mediante ensayos dinámicos, comprobándose a partir de qué velocidades comienza la inestabilidad para cada configuración definida por el par (A,b). Se han encontrado tres regiones de inestabilidad: para ángulos de ataque pequeños (alrededor de a- b/2 + 5º), para ángulos de ataque grandes (a- 180º +- (b/2 + 5º), y para una zona intermedia (aproximadamente 50º menor a menor 90º). En términos generales se puede afirmar que las regiones de inestabilidad para un triángulo dado son las comprendidas entre los ángulos de ataque en que la corriente incidente se encuentra alineada con alguno de los lados del triángulo. Comparando los mapas de estabilidad que se obtienen con los resultados de los ensayos estáticos con los obtenidos de los ensayos dinámicos, se comprueba que para los parámetros empleados el criterio cuasi-estático de Glauret-Den Hartog predice razonablemente bien la inestabilidad a galope en los casos estudiados. Se han realizado además medidas de las distribuciones de presiones alrededor del cuerpo, para poder explicar la aparición de la inestabilidad a galope en función de la morfología de la corriente alrededor del cuerpo

El impacto ambiental del transporte aéreo y las medidas para mitigarlo

La preocupación medioambiental guía en la actualidad muchas de las estrategias globales y nacionales de aplicación al sector del transporte. En transporte aéreo, el impacto ambiental es importante, pero los beneficios socioeconómicos también lo son. El crecimiento del transporte aéreo es el mayor de los desafíos del sector. Por el momento, está limitado por el mantenimiento de la seguridad y por la disponibilidad de infraestructuras, pero el impacto ambiental puede convertirse en el principal factor limitador. El transporte aéreo presenta actualmente el mayor crecimiento de todos los modos de transporte. La aviación comercial se enfrenta al reto de tomar un papel activo en la búsqueda e impulso de soluciones para alcanzar la sostenibilidad del sector, por lo tanto es necesario realizar un diagnóstico de situación a través de unos indicadores y modelos adecuados que midan el impacto ambiental del transporte aéreo. Los tipos de impacto ambiental del transporte aéreo se pueden clasificar como de efecto local (ruido, contaminación de aire local, uso de espacio), o de efecto global (consumo de materiales no renovables, aportación al cambio climático). La gestión del impacto ambiental comprende, además de medidas de reducción técnicas, diversas posibilidades económicas, que utilizan mecanismos de mercado (acuerdos voluntarios entre administración, operadores y consumidores, o cualquier combinación de ellos, impuestos y tasas, comercio de emisiones). En este trabajo se pasa revista a las diferentes medidas de gestión del impacto ambiental que se están implantando, tanto de carácter técnico como de contenido económico. Algunas de estas medidas están ya en vigor, otras en estudio. El análisis se centra fundamentalmente en el seno de la Unión Europea, que ha adoptado un papel de liderazgo mundial en la adopción de regulaciones ambientales, y el objetivo final es sacar conclusiones sobre la repercusión de estas medidas en general, y sobre el transporte aéreo en particular

Investigations on the distribution of air transport traffic and CO2 emissions within the European Union

This study analyses the structure of air traffic and its distribution among the different countries in the European Union, as well as traffic with an origin or destination in non-EU countries. Data sources are Eurostat statistics and actual flight information from EUROCONTROL. Relevant variables such as the number of flights, passengers or cargo tonnes and production indicators (RPKs) are used together with fuel consumption and CO2 emissions data. The segmentation of air traffic in terms of distance permits an assessment of air transport competition with surface transport modes. The results show a clear concentration of traffic in the five larger countries (France, Germany, Italy, Spain and UK), in terms of RPKs. In terms of distance the segment between 500 and 1000 km in the EU, has more flights, passengers, RTKs and CO2 emissions than larger distances. On the environmental side, the distribution of CO2 emissions within the EU Member States is presented, together with fuel efficiency parameters. In general, a direct relationship between RPKs and CO2 emissions is observed for all countries and all distance bands. Consideration is given to the uptake of alternative fuels. Segmenting CO2 emissions per distance band and aircraft type reveals which flights contribute the most the overall EU CO2 emissions. Finally, projections for future CO2 emissions are estimated, according to three different air traffic growth and biofuel introduction scenarios

Aeroacoustic noise prediction in high speed trains due to attached and detached flow

This paper aims to set out the influence of the flow field around high speed trains in open field. To achieve this parametric analysis of the sound pressure inside the train was performed. Three vibroacoustic models of a characteristic train section are used to predict the noise inside the train in open field by using finite element method FEM, boundary element method (BEM) and statistical energy analysis (SEA) depending on the frequency range of analysis. The turbulent boundary layer excitation is implemented as the only airborne noise source, in order to focus on the study of the attached and detached flow in the surface of the train. The power spectral densities of the pressure fluctuation in the train surface proposed by [Cockburn and Roberson 1974, Rennison et al. 2009] are applied on the exterior surface of the structural subsystems in the vibroacoustic models. An increase in the sound pressure level up to10 dB can be appreciated due to the detachment of the flow around the train. These results highlight the importance to determine the detached regions prediction, making critical the airborne noise due to turbulent boundary layer

Efecto de las condiciones de almacenamiento refrigerado sobre el estrés oxidativo en raquis de uva de mesa, cv. Red Globe

Indexación: Web of Science; ScieloTable grape (Vitis vinifera L.) quality includes the condition of both the berries and the rachis. In the present report, physiological parameters of Red Globe rachises from fully elongated inflorescences (RFEI) and from mature clusters were studied after storage at 0 or 20 °C for different durations. To understand changes in rachis physiology as a result of changes in temperature conditions and storage time, the activities of superoxide dismutase (SOD), catalase (CAT) and ascorbate peroxidase (APX) were measured. In addition, hydrogen peroxide content, membrane lipoperoxidation (TBARS), total phenolic compounds and antioxidant capacity (FRAP) were assayed. TBARS was higher in mature rachises than in RFEI. This parameter remained constant throughout storage, indicating a change presumably associated with ontogeny or senescence processes. Short-term storage (096 h) increased SOD, CAT and APX activities in RFEI, while in mature rachises, no changes were observed in enzyme activities or in hydrogen peroxide content. Longer cold storage (25 or 53 days at 0 °C) of mature rachises reduced CAT activity, but SOD and APX activities did not change under these conditions. At 0 h, the FRAP and total phenolic contents of mature rachises were three and 20 times higher than in immature rachises, respectively.La calidad de uva de mesa (Vitis vinifera L.) involucra tanto la condición de bayas y el raquis. En el presente trabajo, los parámetros fisiológicos de raquis de 'Red Globe' de inflorescencias completamente elongadas (RFEI) y de racimos maduros fueron estudiados después de almacenamientos por diferentes tiempos a 0 ó 20 °C. Para entender los cambios en la fisiología del raquis debido a variaciones de temperatura y condiciones de almacenamiento, se midieron las actividades de superoxido dismutasa (SOD), catalasa (CAT), ascorbato peroxidasa (APX). Además fueron analizados el contenido de peróxido de hidrógeno, lipoperoxidación de membranas (TBARS), compuestos fenólicos totales y capacidad antioxidante (FRAP). TBARS de los raquis maduros a la cosecha fue mayor que el de inflorescencias completamente elongadas (RFEI). Este parámetro permaneció constante a través del almacenamiento, indicando cambios presuntamente asociados a ontogenia o procesos de senescencia. Almacenamiento cortos (0-96h) incrementaron la actividad de SOD, CAT y APX en RFEI, sin embargo no se observaron cambios en la actividad de estas enzimas o contenido de peróxido de hidrogeno en raquis maduros. Almacenamiento refrigerado prolongado (25 ó 30 días 0 °C) de raquis maduros redujo la actividad de CAT, pero SOD y APX no mostraron cambios bajo estas condiciones. A 0 h el contenido de FRAP y fenólicos totales de raquis maduros fueron tres y 20 veces mayores que en raquis inmaduro respectivamente.http://ref.scielo.org/m3mg4

Galloping instabilities of Z-shaped shading louvers

Modern design of civil constructions such as office blocks, airport terminal buildings, factories, etc. incorporates more and more environmental considerations that lead to, amongst other elements, the use of glazed façades with shading devices to optimize energy consumption. These shading devices, normally slats or louvers, are very flexible structures exposed to the action of wind, and therefore aeroelastic effects such as galloping must be taken into account in their design. A typical cross-section for such elements is a Z-shaped profile made out of a central web and two side wings. The results of a parametric analysis based on static wind tunnel tests and performed on different Z-shaped louvers to determine translational galloping instability regions are presented in this paper

Hysteresis in transverse galloping: the role of the inflection points

Transverse galloping is here considered as a one-degree-of-freedom oscillator subjected to aerodynamic forces, which are described by using the quasi-steady hypothesis. The hysteresis of transverse galloping is also analyzed. Approximate solutions of the model are obtained by assuming that the aerodynamic and damping forces are much smaller than the inertial and stiffness ones. The analysis of the approximate solution, which is obtained by means of the method of Krylov–Bogoliubov, reveals the existing link between the hysteresis phenomenon and the number of inflection points at the aerodynamic force coefficient curve, Cy(α)Cy(α); CyCy and αα being, respectively, the force coefficient normal to the incident flow and the angle of attack. The influence of the position of these inflection points on the range of flow velocities in which hysteresis takes place is also analyzed

Vibroacoustic Problems in High Speed Trains

Passengers comfort in terms of acoustic noise levels is a key train design parameter, especially relevant in high speed trains, where the aerodynamic noise is dominant. The aim of the work, described in this paper, is to make progress in the understanding of the flow field around high speed trains in an open field, which is a subject of interest for many researchers with direct industrial applications, but also the critical configuration of the train inside a tunnel is studied in order to evaluate the external loads arising from noise sources of the train. The airborne noise coming from the wheels (wheelrail interaction), which is the dominant source at a certain range of frequencies, is also investigated from the numerical and experimental points of view. The numerical prediction of the noise in the interior of the train is a very complex problem, involving many different parameters: complex geometries and materials, different noise sources, complex interactions among those sources, broad range of frequencies where the phenomenon is important, etc. During recent years a research plan is being developed at IDR/UPM (Instituto de Microgravedad Ignacio Da Riva, Universidad Politécnica de Madrid) involving both numerical simulations, wind tunnel and full-scale tests to address this problem. Comparison of numerical simulations with experimental data is a key factor in this process

Determination of Maximum Mechanical Energy Efficiency in Energy Galloping Systems

Transverse galloping is a type of aeroelastic instability characterized by large amplitude, low frequency, normal to wind oscillations that appear in some elastic two-dimensional bluff bodies when subjected to a fluid flow, provided that the flow velocity exceeds a threshold critical value. Such an oscillatory motion is explained because of the energy transfer from the flow to the two-dimensional bluff body. The 7 amount of energy that can be extracted depends on the cross section of the galloping prism. Assuming that the Glauert-Den Hartog quasistatic criterion for galloping instability is satisfied in a first approximation, the suitability of a given cross section for energy harvesting is evaluated by analyzing the lateral aerodynamic force coefficient, fitting a function with a power series in tan a (a being the angle of attack) to 10 available experimental data. In this paper, a fairly large number of simple prisms (triangle, ellipse, biconvex, and rhombus cross sections, as well 11 as D-shaped bodies) is analyzed for suitability as energy harvesters. The influence of the fitting process in the energy harvesting efficiency evaluation is also demonstrated. The analysis shows that the more promising bodies are those with isosceles or approximate isosceles cross sections