The main purpose of this study is to aerodynamically design and optimize winglet, twist angle distribution and pitch angle for a wind turbine blade using CFD to produce more power. The RANS solver of Numeca Fine/Turbo was validated by two test cases, the NREL II and NREL VI blades. The results have shown a considerable agreement with measurements for both cases. Two different preconditioners have been implemented for the low Mach number flow. The results have shown the superiority of Merkle preconditioner over Hakimi one and Merkle was selected for further simulations. In addition to that, different turbulence models have been compared and the Launder &ndash / Sharma has shown the best agreement with measurements. Launder &ndash / Sharma was chosen for further simulations and for the design process. Before starting the design and optimization, different winglet configurations were studied. The winglets pointing towards the suction side of the blade have yielded higher power output. Genetic algorithm and artificial neural network were implemented in the design and optimization process. The optimized winglet has shown an increase in power of about 9.5 % where the optimized twist has yielded to an increase of 4%. Then the stall regulated blade has been converted into pitch regulated blade to yield more power output. The final design was produced by a combination of the optimized winglet, optimized twist andbest pitch angle for every wind speed. The final design has shown an increase in power output of about 38%.

A quandle is a set with a binary operation that satisfies three axioms that corresponds to the three Reidemeister moves on knot diagrams. Homology and cohomology theories of quandles were introduced in 1999 by Carter, Jelsovsky,Kamada, Langford, and Saito as a modification of the rack (co)homology theory defined by Fenn, Rourke, and Sanderson. Cocycles of the quandle (co)homology, along with quandle colorings of knot diagrams, were used to define a new invariant called the quandle cocycle invariants, defined in a state-sum form. This invariant is constructed using a finite quandle and a cocyle, and it has the advantage that it can distinguish some knots from their mirror images, and orientations of knotted surfaces. To compute the quandle cocycle invariant for a specific knot, we need to find a quandle that colors the given knot non-trivially, and find a cocycle of the quandle. It is not easy to find cocycles,since the cocycle conditions form a large, over-determined system of linear equations. At first the computations relied on cocycles found by computer calculations. We have seen significant progress in computations after Mochizuki discovered a family of 2- and 3-cocycles for dihedral and other linear Alexander quandles written by polynomial expressions. In this dissertation, following the method of the construction by Mochizuki, a variety of n-cocycles for n >̲ 2 are constructed for some Alexander quandles, given by polynomial expressions. As an application, these cocycles are used to compute the invariants for (2,n)-torus knots, twist knots and their r-twist spins. The calculations in the case of (2,n)-torus knots resulted in formulas that involved the derivative of the Alexander polynomial. Non-triviality of some quandle homology groups is also proved using these cocycles. Another application is given for tangle embeddings. The quandle cocycle invariants are used as obstructions to embedding tangles in links. The formulas for the cocycle invariants of tangles are obtained using polynomial cocycles, and by comparing the invariant values, information is obtained on which tangles do not embed in which knots. Tangles and knots in the tables are examined, and concrete examples are listed.

This project is a creative production that combines image, sound, and narrative. It uses these elements to employ a twist as a device for a paradigm and genre shift in a short film text. My short film introduces a plot that is seemingly linear. Yet, the twist presents a piece of information that reveals the actual non-linear nature of the story, which in turn necessitates the re-interpretation of the plot. The aim of this project is to explore how a twist in a narrative-based short film can alter the cues and perceptions the audience receive from the plot. The project is predominantly practice-based (80%).

Thesis (Ph. D.)--Cornell University, August, 2008. / Vita. Includes bibliographical references (leaves 290-306).

Oliver Twist is a novel loved by many, read by more. It is a classic novel by Charles Dickens, portraying the life and hardships of a young boy named Oliver Twist, who was born in a work house. Oliver is bright and righteous, the exact opposite of his brother Edward “Monks” Leeford. This essay will follow Oliver and Monks and analyse their characters in the light of the literary hero and the literary villain and in doing so see how Dickens use the characters as literary tools to convey his view of a dark, uncaring Victorian society as well as his hopes for a brighter future. Their strong characteristics make way for a fascinating story, a story that do not only tell us about Oliver’s bravery and Monks’ egoism, but one that do also prove that they are characters created by Dickens to show both the Victorian society that he lived in as well as the society that it could become.

Made available in DSpace on 2016-12-08T17:19:38Z (GMT). No. of bitstreams: 1 Paginas Iniciais.pdf: 93423 bytes, checksum: 5bfa2c63131c8e51c48b7c76006ab53a (MD5) Previous issue date: 2011-02-28 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / During the execution of this work it was developed the Project of an equipment to perform the trial of torsion following standard rules available for this test. This equipment was built and tested in the last two years and the main focus of this development was to obtain a low-cost equipment with capacity to run trials with good precision. In addition to this equipment it was built accessories to perform the measurement of torsion and angular variation between two points. The torquemeter was designed in aluminum and using straingage with a circuit in full bridge to the measurement of the torque. The project of this torquemeter followed the same standards as the ones available in the market; however the cost of its building was also very low. The other accessory built was the torsiometer and it wasn´t found in literature (neither commercially) any similar project to the one developed in this work. The measurement of the angular variation between two points was also performed using strain-gage with circuit in ¼ bridge. The curve of torque x torsion angle is the result of the torsion trial from where two main data are obtained: the material shear module and the rupture module (the amount of the shear tension for the material rupture). To test the set of equipment and accessories trials were performed with four different materials: 1035 steel, 1020 steel, aluminum and brass. These results were compared with the ones obtained in the traction trial and with data available in the literature. Along this work it is shown clearly the building details, the costs, the mathematical equation of elastic-plastic torsion and the quality of the results obtained with the equipment developed and built during the execution of this dissertation. / Durante o cumprimento deste trabalho foi criado o projeto de um equipamento para efetuar o ensaio de torção seguindo padrões de normas disponíveis para o teste. O equipamento foi construído e testado nos últimos dois anos, e o principal objetivo de tal desenvolvimento foi obter um aparelho de baixo custo com capacidade de realizar ensaios com boa precisão. Além do equipamento, foram construídos acessórios para as medições de torque e da variação angular entre dois pontos. Projetou-se e construiu-se o torquímetro em alumínio empregando extensometria com circuito em ponte completa para a medição do torque. O projeto do torquímetro atingiu os mesmos padrões daqueles que estão disponíveis no mercado, porém com custo muito baixo. Outro acessório construído foi o torsiômetro, e não se encontrou na literatura (ou comercialmente) nenhum projeto similar ao desta dissertação. A medição da variação angular também se fez com extensometria com circuito em ¼ de ponte. A curva do torque × ângulo de torção é o resultado do ensaio de torção do qual são alcançadas duas propriedades: o módulo de elasticidade transversal do material e o módulo de ruptura (o valor da tensão cisalhante para a ruptura do material). A fim de testar o conjunto equipamento e acessórios, foram realizados ensaios com quatro materiais diferentes: aço 1035, aço 1020, alumínio e latão. Compararam-se os resultados com aqueles atingidos no ensaio de tração e com os dados achados na literatura. Ao longo deste trabalho mostram-se com clareza os detalhes construtivos, os custos, o equacionamento matemático da torção elastoplástica e a precisão dos resultados obtidos com o equipamento desenvolvido com esta dissertação.

Este trabalho discutiu o estudo da inferência de carregamento e a reconstrução fratográfica da taxa de propagação da trinca por fadiga em histórias de vôos simulados do tipo Twist, mini-Twist, Falstaff e mini-Falstaff. O material estudado foi uma liga de alumínio de grau aeronáutico SAE-AMS 7475 T7351 na qual foram obtidas as propriedades mecânicas a partir dos ensaios de tração e dureza, análise química, metalográfica. Foram realizados ensaios de amplitude constante de carregamento em corpos de prova com geometria tipo C(T) extraídos de um bloco e ensaios de amplitude variável em corpos de prova com geometria tipo M(T) extraídos de uma placa. Corpos de prova do tipo C(T) foram extraídos da orientação L-T e T-L, à temperatura ambiente com diferentes espessuras para a realização de ensaios de propagação de trinca por fadiga (da/dN vs. &#916K) com distintos valores de razão de carregamento,R (0,1;0,3; 0,5; 0,7 e 0,8) de acordo com a norma ASTM-E647 (1993). Foram realizados dois tipos de ensaios de fadiga com amplitude constante de carregamento. Primeiro, o ensaio com &#916P constante para obtenção dos dados dos estágios II e III das curvas da/dN vs. &#916K para distintos valores de R e, posteriormente, o ensaio com &#916K constante e R crescente para ser utilizado no estudo da inferência de carregamento de amplitude constante a partir da relação entre a morfologia da estria, H/s e a razão de carregamento R. Adicionalmente foram realizados ensaios de tenacidade à fratura, nas direções L-T e T-L, conforme a norma ASTME1820 (1999). As taxas de propagação macroscópica e microscópica foram comparadas e boas correlações foram obtidas para um intervalo entre 0,1 a 1,0 &#956m/ciclo, mesmo com distintos R. Através da técnica proposta por Berkovitz (1995), o espectro de carregamento foi estimado para distintos valores de R, através da técnica de parametrização do fator K e os resultados foram comparados ao espectro de carregamento real imposto pela máquina de ensaio. Após os ensaios de amplitude constante de carregamento foram realizados ensaios de amplitude variável com a aplicação em corpos de prova M(T) de espectros de vôos simulados padronizados pela NLR do tipo Twist e Falstaff e seus vôos reduzidos, mini-Twist e mini- Falstaff, em uma máquina servohidráulica de ensaios dinâmicos. A partir destes ensaios notou-se que suprimir os vôos com os carregamentos menos severos influencia muito a vida da propagação da trinca de fadiga, quando vôos simulados do tipo Twist e mini-Twist, fato este não observado para o Falstaff e mini-Falstaff. Foi possível observar também o efeito da aceleração e desaceleração da trinca por fadiga observando os gráficos de d2a/dvôo vs. a obtidos dos ensaios de amplitude variável. Foi realizado um estudo da superfície de fratura do CP05 por meio da técnica fractográfica do reconhecimento de blocos marcadores sendo possível mostrar uma satisfatória reconstituição da taxa de propagação da trinca por fadiga de vôo simulado do tipo Falstaff por meio de medidas das marcações na superfície de fratura dos vôos mais severos, realizadas em imagens obtidas por MEV. / The loading inference and the fractographic reconstruction of fatigue crack propagation rate in simulated flight stories, as Twist, mini-Twist, Falstaff and mini-Falstaff were investigated in this work. The studied material was an aluminum alloy SAE-AMS 7475 T7351. Tensile and hardness tests were carried out in order to determine mechanical properties, as well as chemical and microstructure analysis of the material. C(T) specimens were extracted from a block of material for constant amplitude load testing and M(T) specimens were extracted from a plate and were tested in variable amplitude loading. The curves (da/dN vs. &#916K) for constant-amplitude loading were obtained from fatigue crack propagation tests performed in L-T and T-L directions in C(T) specimens for R (0.1; 0.3; 0.5; 0.7 and 0.8), at room temperature, according to ASTM-E647 (1993). Two different constant loading fatigue tests were performed. At constant &#916P and distinct values of R for obtaining data of stages II and III of da/dN - &#916K curves; and at constant &#916K and increasing the R ratio to be used in the inference of constant amplitude loading in the relation of H/s striation morphology (obtained from fractographic images) and the loading ratio, R. Additionally, fracture toughness tests were executed in T-L and L-T directions, according to ASTM-E1820 (1999). The macroscopic and microscopic fatigue crack propagations were compared and good correlation was obtained for the range 0.1-1.0 &#956m/cycle, for all R values. By using the K factor parametrization method, Berkovitz (1995), the loading spectrum was estimated for the distinct R-values and the results were compared to the actual spectrum imposed by the test machine. Variable amplitude tests were performed in M(T) specimens by applying simulating flight spectra normalized by NLR, as Twist, mini-Twist, Falstaff and mini-Falstaff, in a servohydraulic test machine MTS, in which a Flextest GT controller was coupled. The suppression of less severe loading flights showed a great influence in fatigue crack propagation life, in simulated flight tests Twist and mini-Twist, but not in Falstaff and mini-Falstaff. The acceleration and slowing down of fatigue crack were observed in the d2a/dflight - a curve obtained from variable loading tests. The fractured surfaces of some samples were examined by the fractographic technique of blocking marks recognition. A good reconstitution of fatigue crack propagation rate of a simulated flight like Falstaff was obtained by the measurements of marks in the fracture surfaces of the more severe flights, in MEV images.

Atualmente a maioria dos veículos de passeio, pequenos e médios, são equipados com eixo traseiro do tipo interdependente. Seu baixo custo de fabricação e instalação fácil faz dele o preferido pela indústria automotiva. Normalmente, o eixo traseiro interdependente é um conjunto soldado e sua fabricação requer um controle do processo e qualidade das juntas soldadas de alto nível, devido a uma característica típica de projeto: eixos traseiros interdependentes possuem tensões críticas nos seus cordões de solda. Neste estudo, foi avaliado o quanto alterações nos parâmetros de soldagem afetam a geometria da solda e esta, por sua vez, compromete a vida à fadiga de um eixo interdependente. Através da variação dos parâmetros primários de soldagem (corrente, tensão e velocidade de soldagem), foi criado duas classes de eixos: classe A - 22V; 235A; 9mm/seg e classe B - 29V, 302A; 15mm/seg. Estes eixos foram submetidos a um ensaio de torção com carga em amplitude constante e seus desempenhos foram medidos através da curva de vida à fadiga. A variação dos parâmetros de soldagem afetou a geometria do cordão de solda, provocando nos eixos da classe B o surgimento de defeitos como baixa penetração da solda e mordedura. O resultado da análise metalográfica indica que estes defeitos influenciaram na resistência à fadiga dos eixos. A fractografia das fraturas confirmou que as falhas ocorreram por fadiga. / Nowadays most of the light, small and medium vehicles are equipped with a twist beam rear axle. Its low-cost production and easy assembly makes it the favorite axle type for the automotive industries and suspension developers. Usually the twist beam rear axle is a welded assembly and its production request a process control and high-level quality of the welded joint, due to a typical project characteristic: twist beam rear axle have critical tensions in their welds beads. It was evaluated in this study, how much the alterations in the welding parameters affects the weld bead geometry and this, for its time, affects the fatigue life of the twist beam rear axle. Through the variation of the welding primary parameters (welding current, arc voltage and welding speed), it was manufactured two classes of the axles: class \"A\" - 22V; 235A; 9mm/seg and class \"B\" - 29V, 302A; 15mm/seg. These axles were submitted the constant amplitude fatigue torsion testing and your performance were measured through the fatigue life curve. The variation of the welding parameters affected the weld bead geometry, inducing on the class \"B\" axle, the appearance of defects as low weld penetration and undercut. The metalography investigation indicates that these defects influenced in the fatigue life resistance. The fractures fractography confirmed that the flaws happened for fatigue.

Small scale unmanned aircraft, such as quadrotors, that are quickly emerging as versatile tools for a wide range of applications including search and rescue, hazardous environment exploration, or just shooting great video, are known as micro air vehicles (MAVs). However, for millimeter scale vehicles with weights under 10 grams, conventional flight technologies become greatly inefficient and instead inspiration is drawn from biology. Flapping wing MAVs (FWMAVs) have been created based on insects and hummingbirds in an effort to emulate their extreme agility and ability to hover in place. FWMAVs possess unique capabilities in terms of maneuverability, small size, and ability to operate in dynamic environments that make them particularly well suited for environmental monitoring and swarm applications such as artificial crop pollination. Despite their advantages, significant challenges in fabrication, power, and control must be overcome in order to make FWMAVs a reliable platform. Current designs suffer from high mechanical complexity and often rely on off-board power, sensing, and control, which compromises their autonomy and limits practical applications. The goal of my research is to develop a simple FWMAV design that provides high efficiency and controllability. An efficient, simple, and controllable vehicle design is developed utilizing the principles of resonance, emulation of biological flight control, and under-actuation. A highly efficient, resonant actuator is achieved by attaching a spring in parallel to the output shaft of a commercial geared DC micro-motor. This actuator directly drives the wings of the vehicle, allowing them to be controlled precisely and independently. This direct control strategy emulates biology and differs from other FWMAV designs that utilize complicated transmissions to generate flapping from rotary motor output. Direct control of the wings allows for emulation of biological wing kinematics, resulting in control based on wing motion alone. Furthermore, under-actuation is employed to mimic the rotational motion of insect wings. A rotational joint is added between the motor and wing membrane such that the wing rotates passively in response to aerodynamic forces that are generated as the wing is driven. This design is realized in several stages, initial prototyping, simulation and development of the actuator and wings, then finally a control system is developed. First the system was modeled and improved experimentally in order to achieve lift off. Improvements to the actuator were realized through component variation and custom fabrication increasing torque and power density by 161.1% and 666.8% respectively compared to the gearmotor alone and increased the resonant operating frequency of the vehicle from 4 Hz to 23 Hz. Advances in wing fabrication allowed for flexible wings that increased translational lift production by 35.3%, aerodynamic efficiency by 41.3%, and the effective lift coefficient by 63.7% with dynamic twisting. A robust control architecture was then developed iteratively based on a date driven system model in order to increase flight time from 1 second (10 wing strokes) to over 10 seconds (230 wing strokes). The resulting design improves lift to weight by 166%, allowing for a payload capacity of approximately 8.7 g and offers the potential for fully autonomous operation with all necessary components included on-board. A thermal model for micro-motors was developed and tuned to accurately predict an upper limit of system operation of 41 seconds as well as to optimize a heatsink that increases operating time by 102.4%.

Those theses describe torsional stiffness car chassis. Here is write short knowledge about various type of measuring, explain impact torsional stiffness on car handling. Target of this theses is work out structural proposal of device for measuring torsional stiffness car chassis, suitable method of measuring, calculate measurement mistake and provisional cost calculation.