SEARCH · Search NASA
Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
Computational fluid dynamics simulations are performed as part of a process to design a vortex generator array for a two-dimensional inlet for Mach 1.6. The objective is to improve total pressure recovery a on at the engine face of the inlet. Both vane-type and ramp-type vortex generators are examined.
In this paper we consider the effect of dynamical buoyancy (Parker) on the motion of stratified fluid vortex tubes. We find that the dynamical buoyancy force does not necessarily lead to a buoyant rise if there exists a flow field external to a tube. In particular, the vortex tubes presented in our previous work are shown to have a pressure force exactly canceling the buoyancy force so that they do not move vertically (i.e., parallel to gravity) at all. Moreover, we construct a more general class of vortex tubes and find that their vertical motion can be either up or down, depending on the detailed vorticity distribution, regardless of the fact that they are all dynamically buoyant. We find that the vertical motion is intimately related to the horizontal self-motion of stratified fluid vortex tubes. Finally, we note that the presence of dynamical buoyancy implies that steady state compressible flow solutions for isolated fluid regions in a gravitational field do not exist. These results may have relevance to astrophysical convection.
An aspect of airport terminal operations that holds potential for efficiency improvements is the separation criteria applied to aircraft for wake vortex avoidance. These criteria evolved to represent safe spacing under weather conditions conducive to the longest wake hazards, and are consequently overly conservative during a significant portion of operations. Under many ambient conditions, such as moderate crosswinds or turbulence, wake hazard durations are substantially reduced. To realize this reduction NASA has developed a proof-of-concept Aircraft Vortex Spacing System (AVOSS). Successfully operated in a real-time field demonstration during July 2000 at the Dallas Ft. Worth International Airport, AVOSS is a novel integration of weather sensors, wake sensors, and analytical wake prediction algorithms. Gains in airport throughput using AVOSS spacing as compared to the current criteria averaged 6%, with peak values approaching the theoretical maximum of 16%. The average throughput gain translates to 15-40% reductions in delay when applied to realistic capacity ratios at major airports.
This paper presents validations of a novel rotorcraft analysis that coupled Computational Fluid Dynamics (CFD), Computational Structural Dynamics (CSD), and Particle Vortex Transport Method (PVTM) methodologies. The CSD with associated vehicle trim analysis is used to calculate blade deformations and trim parameters. The near body CFD analysis is employed to provide detailed near body flow field information which is used to obtain high-fidelity blade aerodynamic loadings. The far field wake dominated region is simulated using the PVTM analysis which provides accurate prediction of the evolution of the rotor wake released from the near body CFD domains. A loose coupling methodology between the CSD and CFD/PVTM modules are used with appropriate information exchange amongst the CSD/CFD/PVTM modules. The coupled CSD/CFD/PVTM methodology is used to simulate various rotorcraft flight conditions (i.e. hover, transition, and high speed flights), and the results are compared with several sets of experimental data. For the hover condition, the results are compared with hover data for the HART II rotor tested at DLR Institute of Flight Systems, Germany. For the forward flight conditions, the results are validated with the UH-60A flight test data.
Experimental results and analysis of the effects of boundary layer tripping on dynamic stall of a transiently pitching airfoil are presented. At low Mach numbers, the tripped airfoil exhibits qualitative similarity with the behavior of the untripped airfoil. However, the local supersonic flow at Mach numbers greater than 0.3 is significantly modified by the trip leading to vastly different shock/boundary layer interactions, dynamic stall onset and vortex formation angles. The formation of the laminar separation bubble is found to have a favorable influence in delaying dynamic stall on the untripped airfoil flow. In both Mach number regimes, the tripped flow actually stalls at slightly lower angles of attack. Further experimentation with three trips on an oscillating airfoil showed that the dynamic stall process is very sensitive to the state of the turbulence in the boundary layer. This sensitivity points to a need for finer turbulence modeling techniques for use in dynamic stall computations.
Direct analysis of spacecraft observations of stratospheric ozone yields information about the morphology of annual austral depletion. Visual correlation of ozone with other atmospheric data illustrates the diurnal dynamics of the polar vortex and contributions from the upper troposphere, including the formation and breakup of the depletion region each spring. These data require care in their presentation to minimize the introduction of visualization artifacts that are erroneously interpreted as data features. Non geographically registered data of differing mesh structures can be visually correlated via cartographic warping of base geometries without interpolation. Because this approach is independent of the realization technique, it provides a framework for experimenting with many visualization strategies. This methodology preserves the fidelity of the original data sets in a coordinate system suitable for three-dimensional, dynamic examination of atmospheric phenomena.
An experimental investigation of a tip vortex from a NACA0012 airfoil is conducted in a low-speed wind tunnel at a chord Reynolds number of 4x10(exp 4). Initially, data for a stationary airfoil held at various angles-of-attack (alpha) are gathered. Detailed surveys are done for two cases: alpha=10 deg with attached flow and alpha=25 deg with massive flow separation on the upper surface. Distributions of various properties are obtained using hot-wire anemometry. Data include mean velocity, streamwise vorticity and turbulent stresses at various streamwise locations. For all cases, the vortex core is seen to involve a mean velocity deficit. The deficit apparently traces to the airfoil wake, part of which gets wrapped by the tip vortex. At small alpha, the vortex is laminar within the measurement domain. The strength of the vortex increases with increasing alpha but undergoes a sudden drop around alpha (is) greater than 16 deg. The drop in peak vorticity level is accompanied by transition and a sharp rise in turbulence within the core. Data are also acquired with the airfoil pitched sinusoidally. All oscillation cases pertain to a mean alpha=15 deg while the amplitude and frequency are varied. An example of phase-averaged data for an amplitude of +/-10 deg and a reduced frequency of k=0.2 is discussed. All results are compared with available data from the literature shedding further light on the complex dynamics of the tip vortex.
The AGARD Fluid Dynamics Panel sponsored this symposium to provide an update review of the aerodynamic effects of separation-induced vortex flows on the design and off-design performance of fighter aircraft. A better understanding is needed to predict and control these vortex flows throughout the flight envelope at subsonic, transonic, and supersonic speeds, and especially during high lift operations for take-offs, landings, and sustained and instantaneous maneuvers. Topics of interest included vortex development and burst, modeling and validation of the full range of analytic methods, slender-body vortex flows at high angles of attack, vortex control and management, and unsteady vortex flow effects. In addition to the symposium papers, the results of the round table discussion are presented.
The effect of wing leading-edge roundness on wing rock was investigated using flow visualization in a water tunnel. Eighty degree delta wing models were tested on free-to-roll and forced oscillation rigs. The onset of wing rock was delayed by increasing the roundness of the leading edges. The wing rock amplitude and frequency results suggested that damping was increased at lower angles of attack but reduced at higher angles of attack. Vortex lift-off and vortex breakdown, especially during dynamic situations, were strongly affected by the leading edge roundness. Different forms of wing rock motion could be sustained by combinations of vortex breakdown and vortex lift-off. Behaviors of the wing and vortex motions were explained by the influence of leading edge roundness on the separation location, vortex trajectory, and vortex breakdown.
The aerodynamic phenomena associated with high angles of attack and their effects on the dynamic stability characteristics of airplane and missile configurations are examined. Information on dynamic effects is limited. Steady flow phenomena and their effects on the forces and moments are reviewed. The effects of asymmetric vortices and of vortex bursting on the dynamic response of flight vehicles are reviewed with respect to their influence on: (1) nonlinearity of aerodynamic coefficients with attitude, rates, and accelerations; (2) cross coupling between longitudinal and lateral directional models of motion; (3) time dependence and hysteresis effects; (4) configuration dependencey; and (5) mathematical modeling of the aerodynamics.
Aerodynamicists and biologists have long recognized the benefits of formation flight. When birds or aircraft fly in the upwash region of the vortex generated by leaders in a formation, induced drag is reduced for the trail bird or aircraft, and efficiency improves. The major consequence of this is that fuel consumption can be greatly reduced. When two aircraft are separated by a large enough longitudinal distance, the aircraft are said to be flying in a cooperative trajectory. A simulation has been developed to model autonomous cooperative trajectories of aircraft; however it does not provide any 3D representation of the multi-body system dynamics. The topic of this research is the development of an accurate visualization of the multi-body system observable in a 3D environment. This visualization includes two aircraft (lead and trail), a landscape for a static reference, and simplified models of the vortex dynamics and trajectories at several locations between the aircraft.
In this work, we will discuss observations from images acquired from a time-resolved, high-speed self-aligned focusing Schlieren campaign that was performed at the CW-22 facility at NASA Glenn Research Center to understand the dynamic behavior of thick trailing-edge high-pressure turbine blades simulating a ceramic matrix composite (CMC) construction at high inlet turbulence conditions. For the CMC-9 blade, which has a trailing edge thickness of 9% of the axial chord, we identified a regime where an excessive total pressure loss (loss anomaly) is observed only for a narrow range of Reynolds numbers at a fixed exit Mach number of 0.74. The loss anomaly is qualitatively explained by our images, which were taken at 10 distinct blade Reynolds numbers spanning a factor of 6. The images show a significant increase in energy related to the oscillations due to transonic vortex shedding at the Reynolds numbers related to the high loss conditions. This increased energy leads to the formation of strong acoustic waves that turn into shock waves at the highest loss conditions. From our observations stemming from Spectral POD analysis of the high-speed images, we see the acoustic waves produced by the trailing edge vortex shedding exist in all conditions tested; but the shedding frequency has a very slight trend upwards as the Reynolds number is increased, varying about 6% in the range tested. Considering this variation of shedding frequency as a function of Reynolds number, which is well-established for other bluff-body flows, we stipulate there may be a potential feedback mechanism involving an acoustic information transfer path across neighboring blades that may explain why only a narrow range of Reynolds numbers displays strong, shock-forming vortex shedding. We consider a few feedback paths and examine the timing based on the mean flow field from a high-resolution LES simulation. It appears that all feedback mechanisms are viable, presenting an integer number of delay cycles with respect to disturbances generated at the trailing edge. Most noteworthy, however, is the acoustic/shock-boundary layer interaction mechanism at the blade geometric throat. Based on our analysis, this mechanism likely plays an important role in realistic, curved turbine blade passages.
An experimental and theoretical study was undertaken of the separation delay and dramatic boundary-layer thinning that can occur in vortex-generator installations. Wind tunnel measurements of the dynamic-pressure profile downstream of a vortex generator were found to compare under certain conditions with that downstream of a suction slit, while water-tunnel visualization studies of vortex-generator height and geometry suggested optimum configurations, and only a minor effect of base porosity. A series of progressively more complex inviscid flow models was developed to be applied to a 3-D integral boundary-layer code. This code predicted layer thinning downstream of the suction site of the vortex models, and other observed features. Thin-layer Navier-Stokes equations are now being used with the ultimate goal of clarifying the physical processes involved in vortex generator performance and developing calculational procedures capable of predicting it.
Trajectory calculations are used to examine ozone transport in the polar winter stratosphere during periods of the Upper Atmosphere Research Satellite (UARS) observations. The value of these calculations for determining mass transport was demonstrated previously using UARS observations of long-lived tracers, In the middle stratosphere, the overall ozone behavior observed by the Microwave Limb Sounder in the polar vortex is reproduced by this purely dynamical model. Calculations show the evolution of ozone in the lower stratosphere during early winter to be dominated by dynamics in December 1992 in the Arctic. Calculations for June 1992 in the Antarctic show evidence of chemical ozone destruction and indicate that approx. 50% of the chemical destruction may be masked by dynamical effects, mainly diabatic descent, which bring higher ozone into the lower-stratospheric vortex. Estimating differences between calculated and observed fields suggests that dynamical changes masked approx. 20% - 35% of chemical ozone loss during late February and early March 1993 in the Arctic. In the Antarctic late winter, in late August and early September 1992, below approx. 520 K, the evolution of vortex-averaged ozone is entirely dominated by chemical effects; above this level, however, chemical ozone depletion can be partially or completely masked by dynamical effects. Our calculations for 1992 showed that chemical loss was nearly completely compensated by increases due to diabatic descent at 655 K.
Temperatures and thermal winds over the Great Red Spot (GRS) are derived from Voyager IRIS data for atmospheric pressures between 3 and 500 mbar. A cold tropopause implies a decrease in anticyclonic vorticity with height above 500 mbar through the lower stratosphere. Observations at 5 microns indicate that there is little emission from the GRS itself, although there is enhanced emission from a ring around it. The behavior of the tropopause and 5 micron temperatures are considered to be results of circulation which rises within the GRS and subsides in the area around it. Results are discussed in the context of several theoretical models of the GRS, and latent heat release as an energy source is considered. Dynamical scalings based on an axisymmetric frictionally controlled vortex indicate that the large-scale dynamics of the GRS are linear, as opposed to those of a tropical cyclone which are nonlinear.
Concentrated vortex flows contribute to the aerodynamic performance of aircraft at elevated load conditions. For military interests, the vortex flows are exploited at maneuver conditions of combat aircraft and missiles. For transport interests, the vortex flows are exploited at takeoff and landing conditions as well as at select transonic conditions. Aircraft applications of these vortex flows are reviewed with a historical perspective followed by a discussion of the underlying physics of a concentrated vortex flow. A hierarchy of computational fluid dynamics simulation technology is then presented followed by findings from a capability survey for predicting concentrated vortex flows with computational fluid dynamics. Results are focused on military and civil aircraft; only limited results are included for missiles. Opportunities for predictive capability advancement are then reported with comments related to digital transformation interests. A hierarchical approach that merges a physics-based perspective of the concentrated vortex flows with a systems engineering viewpoint of the air vehicle is also used to frame much of the discussion.
The dynamical pressure reduction within a vortex tube produces both a tension along the tube and a general buoyancy, analogous to magnetic flux tubes. The dynamical buoyancy causes convective cells to rise at speeds comparable to the rms fluid velocity within the cell. Consequently, the convective cells in a stratified atmosphere are more active than indicated by the standard anelastic approximation. The coherent convective cells at each level actively crowd upward into the convective cells above, elbowing weaker cells out of the way and flattening themselves and others against the upper surface of the convective region. These effects can be seen in the recent SOUP observations of the solar granulation. Deeper in the convective zone the inhomogeneity of the buoyancy may explain the random character of the convective motions that turns up in recent numerical simulations.
A study was made regarding the beading and spiking phenomena observed in the M551 metals melting experiment conducted during the Skylab I mission in June 1973. An analysis was made of the beading phenomenon based on the Karman vortex shedding theory. The results tend to support the hypothesis that beading which occurred in the stainless and tantalum samples was a Karman vortex street formation. A dynamic model of cavity oscillation is discussed to explain the spiking phenomenon which was observed in the stainless steel and tantalum samples. Calculations of spiking frequency indicate that the intensity of spiking depends primarily on the vapor pressure and surface tension properties of the material, and is only slightly affected by the level of gravitation acceleration.