• Composites Research
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• v.13 no.5
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• pp.50-59
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• 2000

In this paper, two methods to suppress flutter of the composite panel are examined. First, in the active control method, a controller based on the linear optimal control theory is designed and control input voltage is applied on the actuators and a PZT is used as actuator. Second, a new technique, passive suppression scheme, is suggested for suppression of the nonlinear panel flutter. In the passive suppression scheme, a shunt circuit which consists of inductor-resistor is used to increase damping of the system and as a result the flutter can be attenuated. A passive damping technology, which is believed to be more robust suppression system in practical operation, requires very little or no electrical power and additional apparatuses such as sensor system and controller are not needed. To achieve the great actuating force/damping effect, the optimal shape and location of the actuators are determined by using genetic algorithms. The governing equations are derived by using extended Hamilton's principle. They are based on the nonlinear von Karman strain-displacement relationship for the panel structure and quasi-steady first-order piston theory for the supersonic airflow. The discretized finite element equations are obtained by using 4-node conforming plate element. A modal reduction is performed to the finite element equations in order to suppress the panel flutter effectively and nonlinear-coupled modal equations are obtained. Numerical suppression results, which are based on the reduced nonlinear modal equations, are presented in time domain by using Newmark nonlinear time integration method.

• Journal of Biosystems Engineering
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• v.6 no.2
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• pp.9-19
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• 1982

The aim of this study was to improve the startability of the diesel engine at low temperature. The specific objective was to determine the optimum type of precombustion chamber. The eight different types of precombustion chamber and two different types of the cylinder head were designed and tested by $2^7$ factorial experiments with four replications. The lowest starting temperature for first operation, the maximum output, and the specific fuel consumption at full load and overload were checked and analyzed. The results of the study are summarized as follows; 1. The lowest starting temperature was lowered as much as $2.4^{\circ}C$ and the maximum output was increased as much as 0.3 ps with respect to the difference in the relative angle of the main passageway against the piston head from 20 degree to 18 degree. 2. The lowest starting temperature and the maximum out-put were lowered as much as $3.3^{\circ}C$ and 0.3 ps respectively with respect to the difference in the angle of the cylinder head groove from 20 degree to 18 degree. 3. The lowest starting temperature and the maximum out put were lowered as much as $2^{\circ}C$ and 0.2 ps respectively with respect to the difference in the length of the precombustion chamber from 17.5 mm to 15.5mm. 4. There was no significant difference in the startability but the maximum output was increased as much as 0.2 ps with respect to the difference in the diameter of the main passageway from 4.8mm to 4.5mm. 5. The lowest starting temperature was obtained under the condition at 47 degree in the angle of the main passageway and at 18 degree in the angle of the cylinder head groove. The maximum output and the minimum specific fuel consumption was obtained under the condition at 4.5mm in the diameter of the main passageway and at 17.5mm in the length of the precombustion chamber. 6. The angle of the cylinder head groove and the main passageway appeared to the major factors affecting the startability significantly. The interaction between the diameter of the main pass ageway and the length of the precombustion chamber had an significant influence on the maximum output. So it would be recommended to study further on the interaction between two factors mentioned above by expanding their levels. 7. The optimum condition suggested by this study could lower the starting temperature by $6^{\circ}C$ compared to the conventional precombustion chambers.