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Overview of the Testing of a Small-Scale Proprotor

Larry A. Young Earl R. Booth, Jr.

NASA Ames Research Center NASA Langley Research Center

Moffett Field, CA Hampton, VA

Gloria K. Yamauchi Gavin Botha

NASA Ames Research Center NASA Ames Research Center

Moffett Field, CA Moffett Field, CA

Seth Dawson

The Boeing Company

Mesa, AZ

Summary

This paper presents an overview of results from the wind tunnel test of a 1/4-scale V-22 proprotor in the Duits-Nederlandse Windtunnel (DNW) in The Netherlands. The small-scale proprotor was tested on the isolated rotor configuration of the Tilt Rotor Aeroacoustic Model (TRAM). The test was conducted by a joint team from NASA Ames, NASA Langley, U.S. Army Aeroflightdynamics Directorate, and The Boeing Company. The objective of the test was to acquire a benchmark database for validating aeroacoustic analyses. Representative examples of airloads, acoustics, structural loads, and performance data are provided and discussed.

Nomenclature

C P Rotor power coefficient

C T Rotor thrust coefficient

FM Rotor hover figure of merit

M tip Rotor tip Mach number

x/R non-dimensional tunnel longitudinal

coordinate, origin at hub, positive

downstream

y/R non-dimensional tunnel lateral

coordinate, origin at hub, positive on

rotor advancing side

z/R non-dimensional tunnel vertical

coordinate, origin at hub, positive up

V Wind tunnel test section velocity

a s Rotor shaft angle, deg, shaft vertical at

zero degrees angle, positive aft

m Advance ratio, V/W R

h Proprotor efficiency, C T m/C P

y Rotor azimuth, deg.

W Rotor rotational speed, rad/s

Introduction

The successful introduction of civil tiltrotor aircraft is dependent in part on identifying and reducing, or suppressing, the noise generation mechanisms of tiltrotor aircraft proprotors. To accomplish these goals, a series of wind tunnel tests with a new generation of tiltrotor models is required. The purpose of the Tilt Rotor Aeroacoustic Model (TRAM) experimental program is to provide data necessary to validate performance and aeroacoustic prediction methodologies and to investigate and demonstrate advanced civil tiltrotor technologies. The TRAM project is a key part of the NASA Short Haul (Civil Tiltrotor) (SH(CT)) program. The SH(CT) program is an element of the Aviation Systems Capacity Initiative within NASA. Reference 1 summarizes the goals and objectives and the overall scope of the SH(CT) program.

The current scope of TRAM experimental investigations is focused on the following:

1.Acquisition and documentation of a

comprehensive isolated proprotor aeroacoustic database, including rotor airloads.

2.Acquisition and documentation of a

comprehensive full-span tiltrotor aeroacoustic database, including rotor airloads, to enable assessment of key interactional aerodynamic and aeroacoustic effects by correlating isolated rotor and full-span TRAM wind tunnel data sets with advanced analyses.

3.An advanced technology demonstrator test

platform for low-noise proprotors.The first wind tunnel test of the TRAM project was an isolated rotor test in the Duits-Nederlandse Windtunnel (DNW) in The Netherlands (Fig.1). This isolated rotor test was the first comprehensive aeroacoustic test for a tiltrotor proprotor, including not only noise and performance data, but airload and wake measurements as well. The TRAM isolated rotor test stand was installed and tested in the DNW open-jet test section during two tunnel entries, in

December 1997 and April-May 1998.

Fig. 1. TRAM Isolated Rotor Configuration in the Duits-Nederlandse Windtunnel (DNW) in

The Netherlands

This paper provides an overview of the data acquired during the TRAM DNW test. Follow-on plans for the full-span (dual-rotor, complete airframe) TRAM will be briefly discussed.

Description of Model and Wind Tunnel

Facility

A general description of the TRAM isolated rotor configuration is found in Reference 2. A description of the DNW and its rotary-wing test capability is found in Reference 3. The model proprotor tested on the TRAM isolated rotor test stand was a 1/4-scale (9.5 ft diameter) V-22 rotor. The rotor was counterclockwise rotating

(planform view over the rotor); i.e., it was a right-hand side or starboard rotor. The isolated proprotor was tested in the 8x6m open-jet test section of the DNW. The 1/4-scale V-22 proprotor was tested at reduced tip speed of 0.63 tip Mach number because of operational considerations (the nominal design tip speed of the V-22 Osprey aircraft is M tip = 0.71). All airplane-mode proprotor data were acquired at 0.59 tip Mach number (equivalent to that of the V-22 aircraft).

The TRAM isolated rotor test stand was comprised of two major elements: the rotor and

nacelle assembly and the motor mount assembly. The rotor and nacelle assembly was attached to the acoustically treated isolated rotor test stand at a mechanical pivot or ?conversion axis? (fig. 4). This conversion axis allowed the nacelle to be manually rotated (in between tunnel runs) in 5 degree increments from airplane to helicopter modes. An electric motor provided power to the rotor via a super-critical driveshaft. Rotor shaft angle changes were accomplished in flight with the DNW sting, which automatically maintained the hub on tunnel centerline. All rotating data channels were amplified by a Nationaal Lucht-en Ruimtevaartlaboratorium (The Netherlands National Aerospace Laboratory, NLR) developed Rotating Amplifier System (RAS) to enhance transducer signal to noise ratios before entering the slipring (reference 4).

one right-angle 1:1 gearbox and a

11.3:1 gear reduction transmission

-Nacelle tilt/incidence angle (about the ?conversion axis?) is ground adjustable -Six-component rotor balance and instrumented torque coupling (with

primary and secondary measurements) -300-ring slip ring and rotating amplifier system

-Three electromechanical actuators and a rise-and-fall swashplate; rotating and

nonrotating scissor sub-assembly design

allows full proprotor collective/cyclic

ranges without changing hardware

-rotor control system and console

designed to minimize re-rigging

between different operating regimes

-Self-contained model utilities within nacelle and motor-mount assemblies

-Motor-mount acoustically treated with foam panels

-Nacelle assembly not acoustically

treated but geometrically scaled for V-

22 aircraft outer mold

-Model capable of being tested to full V-

22 operating envelope

-Rotor shaft interface hardware designed to easily install and test advanced

proprotors on TRAM test stands

-Isolated rotor configuration is hardware compatible with the full-span model;

hardware is shared between the two test

stands

￥Rotor Characteristics and Instrumentation (Fig. 5)

-Gimballed rotor hub with constant velocity joint (spherical bearing and

elastomeric torque links)

-Rotor hub is dynamically and

kinematically similar to V-22 aircraft

hubs

-1/4-scale V-22 rotor set with both

strain-gauged and pressure-

instrumented blades

-Rotor pressure-instrumentation consists of 150 transducers (three different types

of Kulite transducers) distributed over

two rotor blades

-High fidelity scaling with respect to the V-22 rotor for blade/airfoil contours -First elastic modes (flapwise,

chordwise, and torsional) of blades

dynamically scaled to V-22 frequencies -Both strain-gauged and pressure-

instrumented blades have nominally

identical mass distributions and CG

locations

-Adequate instrumentation provided to acquire a good blade/hub structural load

data set for analytical correlation.

Test Description

Two tunnel entries were conducted in the DNW wind tunnel with the TRAM isolated rotor test stand and the 1/4-scale V-22 rotor. The first tunnel entry was in December 1997 and it was focused on TRAM test stand risk reduction and envelope expansion for the 1/4-scale V-22 rotor. The second entry in April-May 1998 was devoted to acquiring a high quality isolated rotor aeroacoustic database for the SH(CT) program.

The German Dutch Wind Tunnel (DNW) is located in Emmeloord in The Netherlands. It is a world-class acoustic wind tunnel facility that has been used for several important international rotorcraft acoustic test campaigns since it became operational in the late 1970?s. NASA and the U.S. Army have previously conducted joint helicopter acoustic tests in the DNW. Like many of these previous tests, the U.S. Army enabled access to the DNW facility for the TRAM isolated rotor acoustic test.

The DNW test focused mostly on low-speed helicopter-mode test conditions. The test objective priorities were in order of importance: detailed acoustic survey of Blade Vortex Interaction (BVI) phenomena in helicopter-mode descent; broadband noise in hover and low-speed helicopter-mode flight; parametric trend data (as a function of a s, m, M tip, and C T) on helicopter-mode acoustics; airplane-mode performance and acoustic measurements; transition flight performance and loads measurements. Because of time and load limit constraints, transition flight (-15 < a s < -75 degrees) measurements were not made. Data was acquired to meet all other test objectives.

The TRAM isolated rotor test stand, as earlier noted, was mounted on the DNW sting. The DNW sting is articulated to allow for not only angle of attack sweeps but beta/yaw angle and vertical sting translation sweeps as well. This sting articulation capability proved to be very useful during the successful execution of the test program. The TRAM test stand was positioned inside the open-jet test section of the DNW. The outer (outside the tunnel flow) containment of the test section was acoustically treated with foam fairings. A DNW-provided acoustic traverse was positioned underneath the model for acoustic measurements during the test. The DNW also provided laser and associated equipment to make laser-light-sheet flow visualization and particle image velocimetry measurements during the TRAM test.

Proprotor Performance

Rotor performance measurements were made during the DNW test with the TRAM six-component rotor balance and an instrumented (torque and residual thrust) flex-coupling (see figure 2).

0.5

0.55

0.6

0.65

0.7

0.75

0.8

0.85

0.9

0.95

00.0050.010.0150.02

Fig. 2 Hover Figure of Merit (M tip= 0.63)

The 1/4-scale V-22 TRAM figure-of-merit data compares reasonably well with data from a large-scale proprotor hover test at NASA Ames Research (Reference 5). No Reynolds number corrections have been made for the above data points. The two sets of data (airplane- and helicopter-mode) reflect the two configurations for which hover data was taken. (Helicopter-mode is when the nacelle incidence angle with respect to the motor-mount assembly and DNW sting axis is 75 degrees (near perpendicular) and airplane-mode is when the nacelle incidence angle is zero degrees.) Because of body interference effects from the TRAM test stand motor-mount sub-assembly, it is not surprising to note a fairly substantial impact on hover figure

of merit for the ?helicopter-mode? versus the ?airplane-mode? configurations.

0.5

0.550.60.650.70.750.80.850.90.951

0.001

0.002

0.003

0.004

0.005

0.006

P r o p r o t o r E f f i c i e n c y

Figure 3 D Airplane-Mode, Low-Speed Cruise,

Proprotor Efficiency (M tip = 0.59)Figure 3 summarizes low-speed airplane-mode proprotor efficiency data acquired during the test. A clean spinner fairing aerodynamic tare was applied to the data in figure 3. This performance data was acquired at the V-22aircraft?s airplane-mode tip mach number (M tip =0.59) and for m =0.325, 0.35, and 0.375.The data was acquired for the maximum practical open-jet tunnel velocity, where the test section flow field was still reasonably steady.Both primary and secondary rotor balance measurements are shown in the figure. The proprotor efficiency trends measured are comparable to performance data from previous tests (reference 6). The 1/4-scale V-22 TRAM DNW test results, though, will greatly augment this extremely limited airplane-mode cruise

performance data set in the literature.

00.0002

0.00040.00060.00080.0010.00120.00140.008

0.010.0120.014

C P

Rotor Shaft Angle, Deg.

C y c l i c P i t c h ,

D e g

Figure 5 D Rotor Cyclic Pitch Trim Settings

(m =0.15 and C T

=0.009)Figure 6a-d is a sample set of contour plots for the rotor flap bending loads. The redistribution of the flap bending moments across the rotor disk can be seen as the tunnel advance ratio increases from m = 0.125 (Fig. 6a) to 0.20 (Fig.6d). Other structural load data were acquired during the DNW test, including blade chord bending moment and torsional loads and pitchlink, pitch-case, and flexbeam loads. The data will be used to validate a new generation of

comprehensive aeromechanics analysis codes.

Bending Moment

Fig. 6a-d -- Flap Bending Moments for Helicopter-Mode Flight (C T =0.013 and a s = -2

deg.)

Acoustics

Among the most crucial information acquired during the TRAM DNW isolated rotor test was the acoustic data from the 1/4-scale V-22 rotor.The TRAM test stand and DNW acoustic traverse are shown in figure 7.

Fig. 7 TRAM Isolated Rotor Configuration and the DNW Acoustic Traverse

Acoustic data were acquired using a combination of in-flow traversing and out-of-flow fixed microphones. Thirteen microphones were equally spaced from -1.86 y/R to 1.86 y/R on a traversing microphone wing (also shown in figure 7). In addition, two microphones were placed outside the test section flow, one above the model and another located adjacent to the hub on the advancing side of the rotor. Piston-phone calibrations, background noise measurements, and installed model reflection tests were performed.

For each rotor test condition, the rotor hub height was maintained constant while the hub longitudinal location was allowed to change with shaft angle. The microphone wing was traversed along a plane 1.73 z/R beneath the center of the rotor hub from -2.76 x/R to 2.76 x/R, centered on the actual rotor hub x-location for the test condition. At seventeen equally spaced locations, the traversing microphone wing motion was stopped and data was acquired.

Figure 8 is a representative contour plot of the Blade Vortex Interaction Sound Pressure Level (BVISPL) acoustic survey measurements in helicopter-mode operation. Prominent in figure 8 is the BVI ?hot spot? on the advancing-side of

the rotor.

Fig. 8 -- Acoustic Survey of Proprotor in

Helicopter-Mode (BVI Descent Condition)

The general characteristic of the 1/4-scale V-22 acoustic survey is similar to 0.15-scale JVX rotor results reported in reference 8 and full-scale XV-15 results in reference 9. However, the 1/4-scale V-22 data from the DNW test is unique in its scope (in terms of test envelope and acoustic parametric trends measured), its quality (with respective to the tunnel flow and acoustic characteristics), and its comprehensiveness (with respect to the number and types of aeroacoustic, aeromechanic, and rotor wake measurements made). The acoustic results from the 1/4-scale V-22 DNW test will improve the understanding and reduction of tiltrotor BVI noise which is important for civil tiltrotor passenger and community acceptance.

Acoustic data were acquired for a range of advance ratios (m=0.125, 0.15, 0.175, 0.2), rotor shaft angles (a s= -14 to +12 degrees), and thrust sweeps (C T=0.009 to 0.014) were investigated.

A detailed and comprehensive discussion of the 1/4-scale V-22 TRAM acoustic results will be found in reference 10. One example of the BVISPL acoustic trend with increasing m, for constant a s and C T, is presented in figure 9. As would be expected, the maximum noise levels increase with increasing advance ratio.

increasing m for C T = 0.013.

Airloads

Airloads data for proprotors is extremely limited.

Reference 11 reported on experimental

measurements for a generic tiltrotor

configuration in hover. Several CFD studies

have been conducted for hovering tiltrotors (for

example, reference 12) to understand the flow

mechanisms underlying high thrust conditions.

Prior to the TRAM DNW test, there existed no

airloads data for proprotor forward-flight

operating conditions (either in helicopter- or

airplane-modes).

Figure 10a-b is a sample set of sectional pressure

coefficient data for the 1/4-scale V-22 rotor in

low-speed helicopter-mode forward-flight. The

difference between advancing and retreating side

rotor pressure coefficient distributions is

demonstrated by comparing figures 10a and 10b.

The pressure coefficients are

nondimensionalized by the local velocity. The

individual pressure coefficient distributions in

figure 10a-b are all scaled the same.

Fig. 10a -- Helicopter-Mode Forward-Flight

Sectional Pressure Coefficient Distributions

(y=90 deg., m=0.15, C T=0.009, & a s= +2 deg.)

Fig. 10b -- Helicopter-Mode Forward-Flight

Sectional Pressure Coefficient Distributions (y=270 deg., m=0.15, C T=0.009, & a s= +2 deg.)

Figure 10a is the radial pressure coefficient distribution for the rotor advancing-side (y=90 deg.) and figure 10b is the distribution for the rotor retreating side (y270 deg.). The retreating side pressure coefficients are significantly greater in magnitude than the advancing side coefficients D as would be expected for a trimmed rotor in forward-flight.Figure 10a-b represents a very limited sample of the literally gigabytes of airloads data acquired during the 1/4-scale V-22 isolated rotor test at the DNW. The airloads data will enable new insights into tiltrotor noise mechanisms, will be an important validation data set for a new generation of aeroacoustic prediction tools, and will hopefully inspire new noise reduction strategies for tiltrotor aircraft.

Wake Flow Visualization and

Measurements

Both laser-light-sheet (LLS) flow visualization and vortex trajectory measurements were made for the TRAM 1/4-scale V-22 rotor, as well as particle image velocimetry (PIV) vortex velocity measurements. Figure 11 is a representative laser-light sheet flow visualization picture acquired during the DNW test. The rotor blade seen in figure 11 is at y=45 degrees and the visible vortices in the figure are on the

advancing-side of the rotor.

-500

500

1000

1500

x (m m )y (mm)

Fig. 12 D Planform View of Vortex Filament Trajectories (Low Thrust, Moderate Positive

Rotor Shaft Angle)Reference 13 presents more detailed findings from the DNW test with respect to the LLS images, the vortex trajectory, and PIV results.One important observation made during the DNW test was the successful imaging of dual rotor vortices being trailed on the advancing side of the proprotor in BVI descent conditions.

Future Plans

Preparations are underway to conduct a test of 1/4-scale V-22 proprotors on the Full-Span TRAM test stand (figure 13) in the National Full-scale Aerodynamics Complex (NFAC) 40-by-80 Foot Wind Tunnel at NASA Ames Research Center.

Fig. 13 -- Full-Span TRAM

Comparison of 1/4-scale V-22 test results from the DNW isolated rotor test and the upcoming NFAC full-span TRAM test will enable assessment of interactional aerodynamic and acoustic effects.

Conclusion

NASA and the U.S. Army have made a major infrastructure investment in tiltrotor test technology through the continuing development of the TRAM. This investment has begun to payoff through acquisition of fundamental aeroacoustic and aeromechanics data from a 1/4-scale V-22 isolated rotor tested in the DNW on the TRAM isolated rotor configuration. The DNW data will enable substantial improvements in the predictive capability for tiltrotor aircraft.This paper has presented an overview of the scope of the data acquired during this experimental investigation. Continuation of in-depth tiltrotor experimental investigations will proceed with tests on a full-span (dual-rotor and complete airframe) TRAM configuration.

Acknowledgements

The experimental results in this paper were derived from research performed under the auspices of the Tilt Rotor Aeroacoustic Model (TRAM) project and the NASA Short Haul Civil Tiltrotor program (SH(CT)). The TRAM and SH(CT) programs are led at NASA Ames Research Center by the Army/NASA Rotorcraft Division and Advanced Tiltrotor Technology Project Office, respectively. Other major funding partners and research participants in the experimental research effort were the U.S. Army Aeroflightdynamics Directorate (AFFD) located at Ames, NASA Langley Research Center Fluid Mechanics and Acoustics Division, and The Boeing Company (Mesa, Arizona). In addition,the outstanding support provided by the Duits-Nederlandse Windtunnel staff during the execution of the wind tunnel test was critical to the success of the test.

The TRAM DNW test team also extends their thanks to the staff of the Dutch Nationaal Lucht-en Ruimtevaartlaboratorium (NLR) and U.S. Army European Research Office (ERO) for their technical and programmatic contributions to the TRAM development and the DNW wind tunnel access, respectively.

References

1.Marcolini, M.A., Burley, C.L., Conner,

D.A., and Acree, Jr., C.W., òOverview of

Noise Reduction Technology in the NASA Short Haul (Civil Tiltrotor) Program,ó SAE Technical Paper #962273, SAE International Powered Lift Conference, Jupiter, Florida, November 1996.

2.Young, L.A., òTilt Rotor Aeroacoustic

Model (TRAM): A New Rotorcraft Research Facility,ó American Helicopter Society (AHS) International Specialist?s Meeting on Advanced Rotorcraft Technology and Disaster Relief, Gifu, Japan, April 1998.

3.Van Ditshuizen, J.C.A., òHelicopter Model

Noise Testing at DNW -- Status and Prospects,ó Thirteenth European Rotorcraft Forum, Arles, France, September 1987.

4.Versteeg, M.H.J.B. and Slot, H.,

òMiniature Rotating Amplifier System for Windtunnel Application Packs 256 Pre-Conditioning Channels in 187 Cubic Inch,óSeventeenth International Congress on Instrumentation in Aerospace Simulation Facilities (ICIASF), Naval Postgraduate School, Monterey, CA, September 1997.

5.Felker, F,F. Signor, D, Young, L.A., and

Betzina, M., òPerformance and Loads Data From a Hover Test of a 0.658-Scale V-22 Rotor and Wing,ó NASA TM 89419, April 1987.

6.Edenborough, H.K., Gaffey, T.M., and

Weiberg, J.A., òAnalyses and Tests Confirm Design of Proprotor Aircraft,óAIAA Conference Paper # 72-803, AIAA 4?th Aircraft Design, Flight Test, and Operations Meeting, Los Angles, CA, August 1972.7.Light, J.S., òResults from an XV-15 Rotor

Test in the National Full-Scale Aerodynamics Complex,ó the American Helicopter Society Fifty-third Annual Forum, Virginia Beach, VA, April 1997.

8.Marcolini, M. A., Conner, D. A., Breiger, J.

T., Becker, L. E., and Smith, C. D., "Noise Characteristics of a Model Tiltrotor,"

presented at the AHS 51st Annual Forum, Fort Worth, TX, May 1995.

9.Kitaplioglu, C., McCluer, M., and Acree, Jr.,

C.W., òComparison of XV-15 Full-Scale

Wind Tunnel and In-Flight Blade-Vortex Interaction Noise,ó American Helicopter Society Fifty-third Annual Forum, Virginia Beach, VA, April 1997.

10.Booth, E.R., McCluer, M., and Tadghighi,

H., òAcoustic Characteristics of a Model

Isolated Tiltrotor in DNW,ó presented at the American Helicopter Society 55th Forum, May 1999.

11.Tung, C. and Branum, L., òModel Tilt-

Rotor Hover Performance and Surface Pressure Measurements,ó Forty-Sixth Annual Forum of the American Helicopter Society, Washington D.C., May 1990.

12.Yamauchi, G.K. and Johnson, W., òFlow

Field Analysis of a Model Prop Rotor in Hover,ó Twenty-first European Rotorcraft Forum, Saint-Petersburg, Russia, August 1995.

13.Yamauchi, G. K., Burley, C. L., Merker, E.,

Pengal, K., and JanikiRam, R., "Flow Measurements of an Isolated Model Tilt Rotor," presented at the American Helicopter Society 55th Forum, May 1999.

风管送风式空调(热泵)热水机组命名规则(中英文)_Hybrid-Illusion Nomenclature

Hybrid-Illusion 风管送风式空调（热泵）热水机组Ducted Air-Cooling Air Conditioning Heat Pump Water Heater

型号 M H D 5 1 8 E B N A A 1 2 3 4 5 6 7 89 10 11 附加选项 N L F H 12 13 14 15 维修码 M H D 5 1 8 E B N A A N L F H 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 第 1 位 M = 小型分体第 2 位 H = 热泵型空调热水机第 3 位 D = 管道机第 4 位 5 = 螺纹连接第 5, 6 位名义冷量，单位：KBtu/h 18 24 第 7 位设计序列号 E 第 8 位电源类型 B =220/50Hz/1PH 第 9 位 E电加热 N= 无电加热系统 F= 有1.8 Kw 电加热系统(MHD518) H= 有2.8 Kw 电加热系统(MHD524) 第 10 位控制器 A= 线控 B=线控+遥控第 11 位设计变化 A = 首次设计变化第 12 位附件选项 N= 无回风箱, 无过滤网 M= 有后回风箱, 无过滤网 A= 有后回风箱, 有过滤网 K= 有下回风箱, 无过滤网 L= 有下回风箱, 有过滤网 (过滤网标准配置为尼龙过滤网) 第 13 位盘管接管（面对出风口） L= 左接管( 标准) R=右接管第14 位配置变化（非客户选择码） F= 低高度内机第15 位热泵与单冷区分码（随外机） H= 配热泵型外机 C= 配单冷型外机

型号 H AR E 18 0130 6 D 1 2,345,67-10 11 12 附加选项 100 1 1 A 13-15 16 17 18 维修码 H AR E 18 0130 6 D 100 1 1 A 1 2,345,67-10 11 1 2 13-15 16 17 18 第 1 位机型 H= 空调热泵热水机组第 2，3 位机组空调功能 AR= 空气源冷热风型空调机组第 4 位型号 S= 单系统无水箱电加热控制 E= 单系统含水箱电加热控制（控制能力：电加热最大功率2.5kw）第 5，6 位名义制冷量，单位：KBtu/h 18 24 第 7-10 位产生热水量：单位: l/h 注：名义工况，⊿t=40℃。第 11 位电源(V/Hz/Ph) 6 = 220/50/1 第 12 位控制模式 S= 单冷型空调控制 D= 冷暖型空调控制第13-15 位热水系统 100= 1号系统制热水第 16 位热水换热形式 1= 套管换热器第 17 位机组适应工况 1= T1 2= T2 3= T3 第 18 位设计序列 A

IUPAC_nomenclature_of_organic_chemistry

IUPAC nomenclature of organic chemistry From Wikipedia, the free encyclopedia Jump to: navigation, search The IUPAC nomenclature of organic chemistry is a systematic method of naming organic chemical compounds as recommended[1] by the International Union of Pure and Applied Chemistry(IUPAC). Ideally, every organic compound should have a name from which an unambiguous structural formula can be drawn. There is also an IUPAC nomenclature of inorganic chemistry. See also phanes nomenclature of highly complex cyclic molecules. The main idea of IUPAC nomenclature is that every compound has one and only one name, and every name corresponds to only one structure of molecules (i.e. a one-one relationship), thereby reducing ambiguity. For ordinary communication, to spare a tedious description, the official IUPAC naming recommendations are not always followed in practice except when it is necessary to give a concise definition to a compound, or when the IUPAC name is simpler (viz. ethanol against ethyl alcohol). Otherwise the common or trivial name may be used, often derived from the source of the compound (See Sec 14. below) Contents [hide] ? 1 Basic principles ? 2 Alkanes ? 3 Alkenes and Alkynes

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Nomenclature of organic compounds (for fundamental organic chemistry) Functional group In organic chemistry, functional groups are specific groups of atoms within molecules that are responsible for the characteristic chemical reactions of those molecules. The same functional group will undergo the same or similar chemical reaction(s) regardless of the size of the molecule it is a part of. However, its relative reactivity can be modified by nearby functional groups. The word moiety is often used synonymously to "functional group," but, according to the IUPAC definition,a moiety is a part of a molecule that may include functional groups as substructures. For example, an ester is divided into an alcohol moiety and an acyl moiety, but has an ester functional group. Also, it may be divided into carboxylate and alkyl moieties. Each moiety may carry any number of functional groups, for example methyl parahydroxybenzoate carries a phenol functional group in the acyl moiety. Combining the names of functional groups with the names of the parent alkanes generates a powerful systematic nomenclature for naming organic compounds. The atoms of functional groups are linked to each other and to the rest of the molecule by covalent bonds. When the group of atoms is associated with the rest of the molecule primarily by ionic forces, the group is referred to more properly as a polyatomic ion or complex ion. And all of these are called radicals, by a meaning of the term radical that predates the free radical. The first carbon atom after the carbon that attaches to the functional group is called the alpha carbon; the second, beta carbon, the third, gamma carbon, etc. If there is another functional group at a carbon, it may be named with the Greek letter, e.g. the gamma-amine in gamma-aminobutanoic acid is on the third carbon of the carbon chain attached to the carboxylic acid group.

The Systematized Nomenclature of Medicine, Clinical Terms (SNOMED CT)

An examination of OWL and the requirements of a large health care terminology Kent Spackman Department of Medical Informatics and Clinical Epidemiology Oregon Health&Science University,Portland,Oregon,USA spackman@https://www.wendangku.net/doc/1912330268.html, Abstract.This paper presents a brief initial look at some of the possible bene?ts and barriers to using OWL as the language for the development, dissemination and implementation of terminological knowledge in the do- main of health and health care.In particular,this assessment is made from the perspective of the author’s role in the development of the Sys- tematized Nomenclature of Medicine(SNOMED).To date,SNOMED has developed and adopted its own special-purpose syntax and formats for terminology development,exchange and distribution.Its represen- tation language has limited expressivity yet is not expressible by any dialect of OWL1.0.With the evolution to OWL1.1,the barriers to using OWL for knowledge representation have been resolved.However, partly because of SNOMED’s very large size,there remain barriers to adoption of OWL XML/RDF for SNOMED development,distribution or exchange purposes. 1Introduction The Systematized Nomenclature of Medicine,Clinical Terms(SNOMED CT) [1]is a work of clinical terminology with broad coverage of the domain of health care,and it has been selected as a national standard for use in elec-tronic health applications in many countries,including the U.S.,U.K.,Canada, Australia,Denmark,and others.SNOMED was originally published in1976, while SNOMED CT became available in2002as a major expansion resulting from the merger of SNOMED RT with the U.K.’s Clinical Terms version3.A major distinguishing feature di?erentiating it from prior editions is the use of description logic(DL)to de?ne and organize codes and terms[2]. Another major distinguishing feature of SNOMED is its size and complexity. With over350,000concept codes,each representing a di?erent class,it is an order of magnitude larger than the next largest DL-based ontology of which we are aware.The size of the OWL XML/RDF form of SNOMED is approximately248 MB,and this is just the DL representation without all the synonyms,mappings, subsets,and other special-purpose components of the terminology. 2Knowledge Representation As noted by Patel-Schneider[3],the design of OWL has been driven by three main streams of in?uence:the Semantic Web,description logics,and frame sys-

The Nomenclature of Inorganic Substanc

The Nomenclature of Inorganic Substance You will meet compounds in this text and will learn their name as you go along. However, it is useful from the outset to know something about how to form their names. Many compounds were given common names before their compositions were known. Common names include water, salt, sugar, ammonia, and quartz. A systematic name, on the other hand, reveals which elements are present and,in some cases, how their atoms are arranged.The systematic name of table salt, for instance,is sodium chloride, which indicates at once that it is a compound of sodium and chlorine. The systematic naming of compounds, which is called chemical nomenclature, follows a set of rules, so that the name of each compound need not be memorized, only the rules. Names of Cations The names of monatomic cations are the same as the name of the element, with the addition of the word ion, as in sodium ion for Na+. When an element can form more than one kind of cation, such as Cu+ and Cu2+ from copper, we use the Stock number, a Roman numeral equal to the charge of the cation. Thus, Cu+ is a copper (Ⅰ) ion and Cu2+ is a copper (Ⅱ) ion. Similarly, Fe2+ is an iron (Ⅱ) ion and Fe3+ is an iron (Ⅲ) ion. Most transition metals form more than one kind of ion, so it is usually necessary to include a Stock number in the names of their compounds. An older system of nomenclature is still in use. For example, some cations were once denoted by the endings –ous and –ic for the ions with lower and higher charges, respectively. In this system, iron (Ⅱ) ions are called ferrous ions and iron (Ⅲ) ions are called ferric ions. Names of Anions Monatomic anions are named by adding the suffix –ide and the word ion to the first part of the name of the element ( the “stem”of its name ). There is no need to give the charge, because most elements that form monatomic anions form only one kind of ion.The ions formed by the halogens are collectively called halide ions and include fluoride (F-), chloride (Cl-), bromide (Br-), and iodide ions (I-). The names of oxoanions are formed by adding the suffix –ate to the stem of the name of the element that is not oxygen, as in the carbonate ion, CO32-. However, many elements can form a variety of oxoanions with different numbers of oxygen atoms; nitrogen, for example, forms both NO2- and NO3-. In such cases, the ion with the larger number of oxygen atoms is given the suffix –ate, and that with the smaller number of oxygen atoms is given the suffix –ite. Thus, NO2- is nitrate and NO3- is nitrite. Some elements-particularly take for the halogens—form more than two oxoanions. The name of the oxoanion with the smallest number of oxygen atoms is formed by adding the prefix hypo- to the –ite form of the name, as in the hypochlorite ion, ClO-. The oxoanion with a higher number of oxygen atoms than the –ate oxoanion is named with the prefix per- added to the –ate form of the name. An example is the perchlorate ion, ClO4-.

国际商贸术语中英对照表

☆国际贸易对外贸易世界贸易海外贸易 ☆国内贸易 ☆有形商品贸易 ☆无形商品贸易 ☆国际服务贸易 ☆国际技术贸易 ☆出口贸易 ☆进口贸易 ☆过境贸易 ☆复出口 ☆复进口 ☆可兑换 ☆易货贸易 ☆总贸易 ☆专门贸易 ☆有纸贸易/单证贸易 ☆无纸贸易 ☆贸易差额 ☆净出口 ☆净进口 ☆进口值 ☆出口值 ☆国民生产总值 ☆贸易条件 ☆出口价格指数 ☆进口价格指数 ☆国际贸易商品结构 ☆《联合国国际贸易标准匪类》 ☆《商品名称和编码协调制度》《协调制度》 ☆对外贸易地理方向 ☆国际贸易地理方向 ☆亚当·斯密【英】 ☆大卫·李嘉图【英】 ☆赫克歇尔【瑞典】 ☆俄林【瑞典】 ☆要素禀赋学说赫克歇尔-俄林原理 ☆里昂惕夫【美】 ☆里昂惕夫稀少生产要素之谜里昂惕夫反论 ☆弗农【美】 ☆威尔士【美】 ☆产业内贸易 ☆新兴工业化国家international trade foreign trade world trade oversea trade domestic trade visible trade invisible trade international service trade international technology trade export trade import trade transit trade re-export trade re-import trade convertible barter general trade special trade documentary trade electronic data interchange, EDI balance of trade net export net import QM QX Gross National Product, GNP terms of trade, TOT PX PM composition of international trade Standard International Trade Classification, SITC the Harmonized Commodity Description and Coding System, HS direction of foreign trade direction of international trade Adam Smith David Ricardo Eil Filip Heckscher Beltil Gotthard Ohlin factor endowment theory the Heckschor-Ohlin theorem W. W. Leontief the Leontief scarce factor paradox / the Leontief paradox R. Vernon L. T. Wells intra-industry trade NIC ☆反谷物法同盟 ☆重农主义 ☆休谟【英】 ☆制造业报告 ☆被动的警察 ☆《就业、利息和货币通论》 ☆次佳原理 ☆关税 ☆关境 ☆海关 ☆关税同盟 ☆财政关税 ☆保护关税 ☆进口税 ☆出口税 ☆过境税 ☆从量税 ☆从价税 ☆完税价格 ☆海关估价 ☆选择税 ☆混合税 ☆进口附加税 ☆反补贴税 ☆反倾销税 ☆报复关税 ☆科技关税 ☆关税税则/ 海关税则 ☆税则序列（税号） ☆货物分类目录 ☆税率 ☆《关税合作理事会税则目录》《布鲁塞尔税则目录》 ☆税目号 ☆《国际贸易标准分类》 ☆编码 ☆单式税则/一栏税则 ☆复式税则/多栏税则 ☆非关税壁垒 ☆进口配额制/进口限额制 ☆绝对配额 ☆全球配额 ☆国别配额 ☆自主配额/单方面配额 ☆协议配额/双边配额 anti-corn law league physiocracy D. Humo Report on Manufacture passive policeman The General Theory of Employment, Interest and Money second best theory customs duties / tariff customs frontier customs house customs union revenue tariff protective customs duties import duties export duties transit duties specific duties advalorem duties duty paid value customs value alternative duties mixed / compound duties import surtax counter-vailing duty anti-dumping duty retaliatory duties scientific tariff tariff schedule / customs tariff tariff No./heading No./tariff item description of goods rate of duty Customs Cooperation Council Nomenclature, CCCN Brussels Tariff Nomenclature, BTN heading No. Standard International Trade Classification, SITC code single tariff complex tariff Non-Tariff Barriers, NTBs import quotas system absolute quotas global quotas unallocated quotas country quotas autonomous quotas agreement quotas/bilateral quo.

miRBase-microRNA sequences, targets and gene nomenclature

miRBase:microRNA sequences,targets and gene nomenclature Sam Griffiths-Jones*,Russell J.Grocock,Stijn van Dongen,Alex Bateman and Anton J.Enright The Wellcome Trust Sanger Institute,Wellcome Trust Genome Campus,Hinxton,Cambridge CB101SA,UK Received September 12,2005;Revised and Accepted October 18,2005 ABSTRACT The miRBase database aims to provide integrated interfaces to comprehensive microRNA sequence data,annotation and predicted gene targets.miRBase takes over functionality from the microRNA Registry and fulfils three main roles:the miRBase Registry acts as an independent arbiter of microRNA gene nomenclature,assigning names prior to publication of novel miRNA sequences.miRBase Sequences is the primary online repository for miRNA sequence data and annotation.miRBase Targets is a compre-hensive new database of predicted miRNA target genes.miRBase is available at https://www.wendangku.net/doc/1912330268.html,/.INTRODUCTION MicroRNAs (miRNAs)are a class of non-coding RNA gene whose ?nal product is a 22nt functional RNA molecule.They play important roles in the regulation of target genes by binding to complementary regions of messenger transcripts to repress their translation or regulate degradation (1–3).miRNAs have been implicated in cellular roles as diverse as developmental timing in worms,cell death and fat meta-bolism in ?ies,haematopoiesis in mammals,and leaf devel-opment and ?oral patterning in plants [reviewed in (4,5)].Recent reports have suggested that miRNAs may play roles in human cancers (6–8). The biogenesis of miRNA sequences has been largely elucidated [reviewed in (9)].The mature miRNA (often des-ignated miR)is processed from a characteristic stem–loop sequence (called a pre-mir),which in turn may be excised from a longer primary transcript (or pri-mir).Only a handful of primary transcripts have been fully described,but evidence suggests that miRNAs are transcribed by RNA polymerase II,and that the transcripts are capped and polyadenylated. Since the discovery of the founding members of the miRNA class,lin-4and let-7in Caenorhabditis elegans [reviewed in (10)],over 2000miRNA sequences have been described in vertebrates,?ies,worms and plants,and even in viruses.However,the functions of only a handful of these miRNAs have been experimentally determined.In parallel with novel gene identi?cation efforts,the miRNA community is therefore focused on predicting and validating miRNA gene targets.The miRBase database brings together the gene naming and sequence database roles previously ful?lled by the microRNA Registry (11),with the ?rst automated pipeline for predicting miRNA target genes in multiple animal genomes.These three functions are brie?y discussed in turn.miRBase REGISTRY The rapid growth of the miRNA ?eld has been facilitated by the adoption of a consistent gene naming scheme,which has been applied since the ?rst large-scale miRNA discoveries (12–14).The miRNA Registry (11)has acted as an independent arbiter of gene names,and this function is continued by the miRBase https://www.wendangku.net/doc/1912330268.html,s are assigned by the Registry based on guide-lines agreed by a number of prominent miRNA researchers and discussed elsewhere (15).In order to minimize the gaps in the naming scheme and to take advantage of the peer review pro-cess to assess the validity of submitted miRNAs,names are assigned after a manuscript describing their discovery is accep-ted for publication.Of?cial gene names should be incorporated into the ?nal version of a manuscript.The nomenclature guide-lines require that novel miRNA genes are experimentally veri-?ed by cloning or with evidence of expression and processing.Homologous miRNAs from related organisms that are identi-?ed by sequence analysis methods may be named without the need for further experimental evidence. miRNAs are assigned sequential numerical identi?ers.The database uses abbreviated 3or 4letter pre?xes to designate the species,such that identi?ers take the form hsa-miR-101(in Homo sapiens ).The mature sequences are designated ‘miR’in the database,whereas the precursor hairpins are labelled ‘mir’.The gene names are intended to convey limited information about functional relationships between mature miRNAs.For example,hsa-miR-101in human and mmu-miR-101in mouse *To whom correspondence should be addressed.Tel:+441223834244;Fax:+441223494919;Email:sgj@https://www.wendangku.net/doc/1912330268.html, óThe Author 2006.Published by Oxford University Press.All rights reserved. The online version of this article has been published under an open access https://www.wendangku.net/doc/1912330268.html,ers are entitled to use,reproduce,disseminate,or display the open access version of this article for non-commercial purposes provided that:the original authorship is properly and fully attributed;the Journal and Oxford University Press are attributed as the original place of publication with the correct citation details given;if an article is subsequently reproduced or disseminated not in its entirety but only in part or as a derivative work this must be clearly indicated.For commercial re-use,please contact journals.permissions@https://www.wendangku.net/doc/1912330268.html, D140–D144Nucleic Acids Research,2006,Vol.34,Database issue doi:10.1093/nar/gkj112

Universal Medical Device Nomenclature System

Scanning Systems,Gamma Camera Purpose Gamma cameras are used to produce images of the radiation generated by radiopharmaceuticals within a patient’s body in order to examine organ anatomy and function and to visualize bone abnormalities.The wide variety of radiopharmaceuticals and procedures used allows evaluation of almost every organ system.In addition to producing a conventional planar image(a two-dimensional image of the three-dimensional ra-diopharmaceutical distribution within a patient’s body),most stationary gamma camera systems can also produce whole-body images(single head-to-toe skeletal profiles)and tomographic images(cross-sec-tional slices of the body acquired at various angles around the patient and displayed as a computer-recon-structed image). SPECT is most commonly used for whole-body bone imaging,brain perfusion studies,and cardiac imaging; 30%of SPECT procedures are cardiac studies.Through sequential image acquisition,the gamma camera can image blood flow to various organs,including the brain, 175173 424-010 5200Butler Pike,Plymouth Meeting,PA19462-1298,USA Telephone+1(610)825-6000q Fax+1(610)834-1275q E-mail hpcs@https://www.wendangku.net/doc/1912330268.html, Scope of this Product Comparison This Product Comparison covers single-detector and multidetector stationary and mobile gamma cameras(formerly called Anger or scintillation cameras). Most of the systems listed are capable of single photon emission computed tomography (SPECT),also called single photon emission to- mography,and some are capable of dual-head coincidence imaging with F-18fluorodeoxyglu- cose(FDG),a radiopharmaceutical used in posi- tron emission tomography(PET)imaging.For more information on PET,see the Product Com- parison titled SCANNING SYSTEMS,POSITRON EMISSION TOMOGRAPHY. UMDNS information This Product Comparison covers the following device terms and product codes as listed in ECRI’s Universal Medical Device Nomenclature System? (UMDNS?): ?Scanning Systems,Gamma Camera,Mobile [16-891] ?Scanning Systems,Gamma Camera,Planar Imaging[16-892] ?Scanning Systems,Gamma Camera,Single Photon Emission Tomography [18-444] Dual-head stationary gamma camera