英语论文结论部分写作特点总结

第三篇，论文中的主要

Result

写在第

3

部分（

STUDIES

AND

RESUL TS

）中，

Result

和

是分开的。

第四篇，论文中的主要

Result

已第

部分的（

IV

. Results and Discussion

）中进行叙述，

Result

和

Conclusion

是分开的。

第五篇，

论文中的主要

Result

已第

4

< br>部分的

（

4. Results and discussion

）

中进行叙述，

Result

和

Conclusion

是分开的。

第

1

篇

题目：

An

overview

of

NACA

6-digit

airfoil

series

characteristics with

reference

to

airfoils

for

large wind turbine blades

IV

. Conclusions

The two-dimensional aerodynamics characteristics of the NACA

63 and 64 six-digit series of

airfoils measured in the NASA

LTPT have been investigated, with a view to verify RFOIL

calculations at high Reynolds numbers. The following conclusions can be drawn:

- The zero-lift angle of the NACA

64-618 airfoil needs to be adjusted with -0.4 degrees.

- The zero-lift angle of The NACA

63-615 needs to be corrected with -0.87 degrees in the

smooth case and

with +1 degree in case of wrap around roughness.

-The maximum lift coefficients predicted with RFOIL match the LTPT data well at Re=3x106,

but under predict the Cl,max at Re=6x106 by 3.5 % , up to 6.5% at Re=9x106.

-It is uncertain if the established differences in lift between experiment and calculations are

caused by a constant bias in the measurements or by the fact that the RFOIL code fails to

predict the right level of maximum lift.

-RFOIL consistently under predicts the drag coefficient. The difference is about 9% for a wide

range of airfoils and Reynolds numbers

-NACA

standard roughness causes a reduction in the lift coefficient of 18% to 20% for most

airfoils from the NACA

64 series

-The zero-lift angle of airfoil NACA

64-418 with wrap-around roughness needs a correction of

+0.54 degrees.

-Wind tunnel experiments and side-by-side tests in the field with one clean rotor need to be

done to be able to better predict the effects of roughness.

写作特点：

内容：

< br>第

1

句，

概括了文章的的主要研 究内容。

第

2

句至第

< br>8

句逐条的列出了文章的得出结

论。

使用了被动语态，

The two- dimensional aerodynamics characteristics of the NACA

63 and 64

six-digit series of airfoils measured in the NASA

LTPT

have been investigated

have been

investigated.

主要时态为一般现在时态

第

2

篇

题目：

HIGH-LIFT ENHANCEMENT USING ACTIVE FLOW CONTROL

V. CONCLUSIONS

The

high-lift

performance

of

an

airfoil

with

a

single- element

flap

is

enhanced significantly

using

an

active

flow

control

system

consisting

of

spanwise

fluidic

actuators

that

are

integrated

near

the

separation point.

Spanwise

arrays

of

spanwise-oscillating

or

non-oscillating

jets

issue tangentially

to

the

local

surface

from

a

miniature

downstreamfacing

surface

step.

Jet

actuation

leads

to

flow

attachment

of

varying

streamwise

extent

that

depends

on

the

jet

momentum

coefficient

and

the

formation of a low pressure domain near the juncture between the main body and the flap. As a result,

lift is increased substantially, by as much as

?CL = 1.40, 1.22 and 1.04 at Rec = 6.7?105, 8.3?105

and 1.0?106, respectively, for α = 4?.

In the present experiments, three spanwise rows of fluidic jets are placed in the vicinity of

the juncture

and operated in various combinations leading to significant increases in lift.

The upstream (x/c = 0.59)

and middle (x/c = 0.61) actuators, which are closest to separation (x/c = 0.62) are most effective, while

the

downstream

actuator

(x/c

=

0.64)

only

produces

a

significant

lift

increment

when

operated

in

conjunction

with

one

of

the

other

actuators.

The

degree

of

flow

attachment

increases

with

jet

momentum coefficient and simultaneous operation of multiple actuators can increase the lift increment

further even when the flow is attached. Actuation results in a strong suction peak near the juncture (Cp

~ ?7.5) and also leads to increases in suction on the main body of the airfoil and near the leading edge.

The lift increment is measured over a range of angles of attack (0? < α < 12?) and is accompanied by an

increase in lift-induced pressure drag and an increase in nose-down pitching moment.

It is shown that the high- lift performance can be improved significantly by design modifications of the

surface

interface

between

the

jet

actuators and the surrounding

flow.

In

particular,

modifying

the

jet

orifices

from

a

“stepped” to

a

“recessed”

configuration

enhances

the

interaction of

the

jets

with

the

cross flow,

resulting in increased lift

for a given

momentum coefficient, particularly at lower levels of

C

?.

The

recessed design

also

reduces the

loss

in

lift

caused by

the

presence

of

the

orifices

and

the

attached flow exhibits significantly stronger suction peaks near the flap juncture and the leading edge.

At

C

?

=

0.36%

the

upstream

actuator

yields

?CL

=

0.

5

7

and

0.79

for

the

stepped

and

recessed

configurations, respectively, and operating the combination of upstream and

middle actuators at C

? =

0.36% each yields

?CL = 0.78 and 0.92, respectively.

The effect of the actuator jets on the attached flow is characterized using PIV measurements of the flow

field over the flap and additional high-magnification

measurements in the vicinity of the actuators. In

the absence of actuation, the flow separates near the juncture between the flap and the main body (x/c =

0.62), forming a recirculating domain over the flap and a detached vorticity

layer. Actuation leads to

complete flow attachment through the trailing edge with significant acceleration of the flow within the

attached boundary layer downstream of the actuators

and outside of the boundary layer along most of

the

flap.

At

C=

1.6%

an

interaction

domain

containing

a

cross

-stream

velocity

peak

(~2.3

times

the

maximum speed of the jet under quiescent conditions) is formed along the flap between the actuator jet