Within previous EU projects, possible modifications to the engine components have been investigated, that would allow for an optimised aerodynamic or acoustic design of the EGV （exit guide vanes） of the TEC （turbin...Within previous EU projects, possible modifications to the engine components have been investigated, that would allow for an optimised aerodynamic or acoustic design of the EGV （exit guide vanes） of the TEC （turbine exit casing）. However, the engine weight should not be increased and the aerodynamic performance must be at least the same. This paper compares the sound power level of a state-of-the-art TEC （reference TEC） with typical EGVs with an aerodynamically optimised TEC configuration for the engine operating point approach. It is shown that a significant weight reduction （only bladings considered） and reduction in engine length can be achieved but the sound power level for the fundamental tone （lst blade passing frequency） for this acoustically important operating point is increased. It is also shown that the losses of the aerodynamical optimised EGVs are higher for this off design point but significantly lower at the aero design point. Measurements were conducted in the STTF （subsonic test turbine facility） at the Institute for Thermal Turbo machinery and Machine Dynamics, Graz University of Technology. The inlet guide vanes, the LPT （low pressure turbine） stage, and the EGVs have been designed by MTU Aero Engines.展开更多
An optimal configuration of the flux-reversal linear synchronous motor (FRLSM) with the optimal number of attachment permanent magnets (PMs) was presented. The optimal model of 2 000 N was designed to reduce the deten...An optimal configuration of the flux-reversal linear synchronous motor (FRLSM) with the optimal number of attachment permanent magnets (PMs) was presented. The optimal model of 2 000 N was designed to reduce the detent force by redesigning the air-gap structure and skewing. The design parameters,mover PMs and stator core,were selected for optimal design by DOE. The thrust and the detent force of the designed optimal models were compared by finite element analysis (FEA). As a result,the thrust of the optimal model is slightly decreased by 1.97% compared with the basic model,and the detent force of the optimal model is greatly decreased by 88.47% compared with the basic model.展开更多
A digraph D（V, E） is said to be graceful if there exists an injection f ： V（G） →{0, 1,... , ｜E｜} such that the induced function f＇ ： E（G） --~ {1, 2,… , ｜E｜} which is defined by f＇ （u, v） = [f（v） - ...A digraph D（V, E） is said to be graceful if there exists an injection f ： V（G） →{0, 1,... , ｜E｜} such that the induced function f＇ ： E（G） --~ {1, 2,… , ｜E｜} which is defined by f＇ （u, v） = [f（v） - f（u）] （rood ｜E｜＋ 1） for every directed edge （u, v） is a bijection. Here, f is called a graceful labeling （graceful numbering） of D（V, E）, while f＇ is called the induced edge＇s graceful labeling of D. In this paper we discuss the gracefulness of the digraph n- Cm and prove that n. Cm is a graceful digraph for m = 15, 17 and even展开更多
文摘Within previous EU projects, possible modifications to the engine components have been investigated, that would allow for an optimised aerodynamic or acoustic design of the EGV （exit guide vanes） of the TEC （turbine exit casing）. However, the engine weight should not be increased and the aerodynamic performance must be at least the same. This paper compares the sound power level of a state-of-the-art TEC （reference TEC） with typical EGVs with an aerodynamically optimised TEC configuration for the engine operating point approach. It is shown that a significant weight reduction （only bladings considered） and reduction in engine length can be achieved but the sound power level for the fundamental tone （lst blade passing frequency） for this acoustically important operating point is increased. It is also shown that the losses of the aerodynamical optimised EGVs are higher for this off design point but significantly lower at the aero design point. Measurements were conducted in the STTF （subsonic test turbine facility） at the Institute for Thermal Turbo machinery and Machine Dynamics, Graz University of Technology. The inlet guide vanes, the LPT （low pressure turbine） stage, and the EGVs have been designed by MTU Aero Engines.
基金Work supported by the Second Stage of Brain Korea 21 Projects
文摘An optimal configuration of the flux-reversal linear synchronous motor (FRLSM) with the optimal number of attachment permanent magnets (PMs) was presented. The optimal model of 2 000 N was designed to reduce the detent force by redesigning the air-gap structure and skewing. The design parameters,mover PMs and stator core,were selected for optimal design by DOE. The thrust and the detent force of the designed optimal models were compared by finite element analysis (FEA). As a result,the thrust of the optimal model is slightly decreased by 1.97% compared with the basic model,and the detent force of the optimal model is greatly decreased by 88.47% compared with the basic model.
文摘A digraph D（V, E） is said to be graceful if there exists an injection f ： V（G） →{0, 1,... , ｜E｜} such that the induced function f＇ ： E（G） --~ {1, 2,… , ｜E｜} which is defined by f＇ （u, v） = [f（v） - f（u）] （rood ｜E｜＋ 1） for every directed edge （u, v） is a bijection. Here, f is called a graceful labeling （graceful numbering） of D（V, E）, while f＇ is called the induced edge＇s graceful labeling of D. In this paper we discuss the gracefulness of the digraph n- Cm and prove that n. Cm is a graceful digraph for m = 15, 17 and even
