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This summer internship is focused on using CFD and fluid mechanics to optimize the SRL-ADEPT geometry in an attempt to increase drag and area-effectiveness, and reduce flow separation.
Self-consistent expressions are derived for the impact of ion acoustic turbulence (IAT) on the fluid properties of electrons and ions in the plume of a hollow cathode. This instability is believed to have a dominant role in the plasmadynamics in this region. The random phase approximation is applied to the perturbed Boltzmann equation to determine the effective drag and heating of the plasma species induced by the IAT. These driving terms are then incorporated into momentum and energy fluid equations for the ions and electrons. A fluid-like relation governing the evolution of the total IAT wave energy density is also presented. The physical significance of the IAT-based terms is discussed in the context of energy and momentum conservation, and a path forward is outlined for implementing the effects of IAT in the fluid-based model in Part II.
The selection of an airborne platform for the Stratospheric Observatory for Infrared Astronomy (SOFIA) is based not only on economic cost, but technical criteria, as well. Technical issues include aircraft fatigue, resonant characteristics of the cavity-port shear layer, aircraft stability, the drag penalty of the open telescope bay, and telescope performance. Recently, two versions of the Boeing 747 aircraft, viz., the -SP and -200 configurations, were evaluated by computational fluid dynamics (CFD) for their suitability as SOFIA platforms. In each configuration the telescope was mounted behind the wings in an open bay with nearly circular aperture. The geometry of the cavity, cavity aperture, and telescope was identical in both platforms. The aperture was located on the port side of the aircraft and the elevation angle of the telescope, measured with respect to the vertical axis, was 500. The unsteady, viscous, three-dimensional, aerodynamic and acoustic flow fields in the vicinity of SOFIA were simulated by an implicit, finite-difference Navier-Stokes flow solver (OVERFLOW) on a Chimera, overset grid system. The computational domain was discretized by structured grids. Computations were performed at wind-tunnel and flight Reynolds numbers corresponding to one free-stream flow condition (M = 0.85, angle of attack alpha = 2.50, and sideslip angle beta = 0 degrees). The computational domains consisted of twenty-nine(29) overset grids in the wind-tunnel simulations and forty-five(45) grids in the simulations run at cruise flight conditions. The maximum number of grid points in the simulations was approximately 4 x 10(exp 6). Issues considered in the evaluation study included analysis of the unsteady flow field in the cavity, the influence of the cavity on the flow across empennage surfaces, the drag penalty caused by the open telescope bay, and the noise radiating from cavity surfaces and the cavity-port shear layer. Wind-tunnel data were also available to compare to the CFD results; the data permitted an assessment of CFD as a design tool for the SOFIA program.
To enable commercially viable civil supersonic transport (SST) aircraft, innovative solutions must be developed to meet noise and efficiency requirements for overland flight. This research effort consists of a multidisciplinary team of academic and industrial experts exploring for the first time the potential of small real-time geometric outer mold line (OML) reconfigurations to minimize sonic boom signatures and aircraft drag in response to changing ambient conditions, thereby enabling noise-compliant overland supersonic flight. The team utilizes recent advances in supersonic computational fluid dynamic (CFD) methods, new noise prediction tools, and new design approaches to consider embedded highly energy-dense shape memory alloy (SMA) actuators for local shape modifications to an SST aircraft leading to optimal low boom signature and low drag in different environments. This university-led program will provide strategic leadership toward technology convergence that advances NASA's Aerospace Research Mission Directorate's (ARMD) research objectives with regard to Thrust 2: “Innovation in Commercial Supersonic Aircraft” by exploring for the first time enabling low-boom operation across a range of flight conditions via structural adaptivity, and will promote education of the next generation of engineers. The overall research strategy is to pursue three critical areas: the design of configurations for reducing boom, SMA material development and modeling, and technology feasibility demonstration in a relevant environment. Initially, the team will identify potential applications where structure or geometry adaptivity provides a benefit in noise or drag across the entire flight envelope. For selected applications/structural locations, required OML geometry changes will be determined based on analysis of sonic boom ground signature and drag reduction using new design tools, trade studies, and atmospheric sensing techniques. Designs will be developed and evaluated against requirements on loading, stroke length, and operational temperature. New alloy formulations will be developed tailored for both autonomous and controlled actuation modes. As the SMA material development matures, integrated system-level factors will be investigated. Optimized designs for small-scale distributed adaptivity applications of maximum benefit will then be matured and tested, moving toward demonstration of the innovative technology approaches at a TRL 4-5 and showing that sonic booms can be reduced by reconfiguration on demand.
When a heavy-duty vehicle (HDV) operates at the nominal highway speed, over two-thirds of its total resistive force comes from the air drag, contributing to more than half of its fuel consumption. One effective countermeasure to reduce the fuel consumption of HDVs is platooning, which employs connectivity and automated driving technologies to link two or more HDVs in convoy. Platooning allows HDVs to drive closer together and yields improved fuel economy and less CO2 emission thanks to the reduced air drag. Maximizing the energy benefits of an HDV platoon requires quantifying the drag interaction between vehicles. In practice, modeling the drag reduction in a platoon boils down to identifying the relationship between the air drag coefficient C d and the inter-vehicle distance d. Existing approaches to identify C d (d) include vehicle field tests, wind tunnel experiments, and computational fluid dynamics simulation, which can howbeit be time-consuming and cost prohibitive. In contrast, this paper proposes an algebraic approach, which relies on onboard-measurable variables, to estimate the air drag coefficient of an HDV in a platoon. Its algebraic nature avoids the classical persistence of excitation condition for parameter identification and can yield the identified parameter almost instantaneously. Simulation results demonstrate its effectiveness and the improved estimation speed over a recursive least squares identifier.
Ridges and keels (hummocks and bummocks) in sea ice flows are important in sea ice research for both scientific and practical reasons. Sea ice movement and deformation is driven by internal and external stresses on the ice. Ridges and keels play important roles in both cases because they determine the external wind and current stresses via drag coefficients. For example, the drag coefficient over sea ice can vary by a factor of several depending on the fluid mechanical roughness length of the surface. This roughness length is thought to be strongly dependent on the ridge structures present. Thus, variations in ridge and keel structure can cause gradients in external stresses which must be balanced by internal stresses and possibly fracture of the ice. Ridging in sea ice is also a sign of fracture. In a practical sense, large ridges form the biggest impediment to surface travel over the ice or penetration through sea ice by ice-strengthened ships. Ridges also play an important role in the damage caused by sea ice to off-shore structures. Hence, observation and measurement of sea ice ridges is an important component of sea ice remote sensing. The research reported here builds on previous work, estimating the characteristics of ridges and leads in sea ice from SAR images. Our objective is to develop methods for quantitative measurement of sea ice ridges from SAR images. To make further progress, in particular, to estimate ridge height, a scattering model for ridges is needed. Our research approach for a ridge scattering model begins with a survey of the geometrical properties of ridges and a comparison with the characteristics of the surrounding ice. For this purpose we have used airborne optical laser (AOL) data collected during the 1987 Greenland Sea Experiment. These data were used to generate a spatial wavenumber spectrum for height variance for a typical ridge - the typical ridge is the average over 10 large ridges. Our first-order model radar scattering includes both the quasi-specular and Bragg resonant scatter mechanisms. This model is extended to include contributions from volume scatter and scatter from discrete objects. Geometrical characteristics from the AOL survey and model calculations imply that for radar wavelengths and observation geometries that are dominated by the quasi-specular scattering mechanism radar backscatter from a ridge is a measure of peak ridge height. We present scattering model results and compare them with ridges observed during the LEADEX experiment of March-April 1992 when both X, C, and L-band aircraft SAR and the ERS-1 satellite SAR observed a region in the Beaufort Sea near 86 deg N, 10 deg W. Data were also collected documenting ridge characteristics on the surface. The surface data are used to generate a SAR signature via the scattering model described above. The predicted SAR signatures compare well with the SAR observations.
Design of Experiments (DOE) techniques were applied to the Launch Abort System (LAS) of the NASA Crew Exploration Vehicle (CEV) parametric geometry Computational Fluid Dynamics (CFD) study to efficiently identify and rank the primary contributors to the integrated drag over the vehicles ascent trajectory. Typical approaches to these types of activities involve developing all possible combinations of geometries changing one variable at a time, analyzing them with CFD, and predicting the main effects on an aerodynamic parameter, which in this application is integrated drag. The original plan for the LAS study team was to generate and analyze more than1000 geometry configurations to study 7 geometric parameters. By utilizing DOE techniques the number of geometries was strategically reduced to 84. In addition, critical information on interaction effects among the geometric factors were identified that would not have been possible with the traditional technique. Therefore, the study was performed in less time and provided more information on the geometric main effects and interactions impacting drag generated by the LAS. This paper discusses the methods utilized to develop the experimental design, execution, and data analysis.
Urban Air Mobility (UAM) is an up and coming topic in the world of aerosciences. A variety of companies, most notably Uber, has begun working towards making air taxis a regular part of day to day life. However, the implementation of this system into society will require a significant amount of work: making helicopters that can handle these flights and operate safely in urban environments, having landing zones, and working out new technologies to lower costs. NASA has also taken interest in this new idea and has formed a focus group of interns to tackle some of these problems. They have started by designing a few concept models for what these air taxis could look like, focusing on low noise, multiple passenger configurations, and the potential for electric or hybrid helicopters. One particular model is known as NR2, or the "Side by Side," which features two rotors spinning in opposite directions. Though these models are purely conceptual at this point, understanding the real-world aerodynamics and performance of this model is crucial to its future development. Using a program known as Rotorcraft Computational Fluid Dynamics (RotCFD), the performance characteristics of the rotors and aircraft, such as the lift, drag, thrust and power can be determined. These simulations can be run in a variety of flight configurations, with hover, forward flight, and climb being focused on in this study. The rotor collective angle can also be changed and used to get results about the lift and drag for the blades and the model body. These simulations can provide information for future model construction and wind tunnel testing.
This extended abstract details work on Space Launch System (SLS) core stage drag during abort scenarios that is currently being conducted. In the final paper, viscous computational fluid dynamic simulations will be used to study the axial force coefficient on the SLS core stage as a function of its distance to the upstream crew module and launch abort system, the freestream conditions, and the chemical model used to represent the launch abort system abort motor and attitude control motor plumes. In addition, the computational expense of each method will be studied in order to help determine the appropriate trade-off between fidelity and simulation turn around time.
The paper contains some experimental and numerical simulation test results on cylindrical blunt body drag reduction using thin spikes or shell mounted in front of a body against a supersonic flow. Experimental tests were conducted using the Aeromechanics and Gas Dynamics Laboratory facilities at the Institute of Mechanics of Moscow State University (IMMSU). Numerical simulations utilizing NASA and IM/MSU codes were conducted at the Hampton University Fluid Mechanics and Acoustics Laboratory. The main purpose of this research is to examine the efficiency of application of multiple spikes for drag reduction and flow stability at the front of a blunt body in different flight conditions, i.e. Mach number, angle of attack, etc. The principal conclusions of these test results are: multiple spike/needle application leads to decrease of drag reduction benefits by comparison with the case of one central mounted needle at the front of a blunt body, but increase lift benefits.
This paper reports on ground based work conducted to support the Spaceflight Definition project SHIVA (Spaceflight Holography Investigation in a Virtual Apparatus). SHIVA will advance our understanding of the movement of a particle in a fluid. Gravity usually dominates the equations of motion, but in microgravity as well as on earth other terms can become important. Through an innovative application of fractional differential equations, two members of our team produced the first analytical solution of a fundamental equation of motion, which had only been solved numerically or by approximation before. The general solution predicts that the usually neglected history term becomes important in particle response to a sinusoidal fluid movement when the characteristic viscous time is in the same order as the fluid oscillation period and peaks when the two times are equal. In this case three force terms, the Stokes drag, the added mass, and the history drag must all be included in predicting particle movement. We have developed diagnostic recording methods using holography to save all of the particle field data, allowing the experiment to essentially be transferred from space back to earth in what we call the virtual apparatus for on-earth microgravity experimentation. We can quantify precisely the three-dimensional motion of sets of particles, allowing us to test and apply the new analytical solutions. We are examining the response of particles up to 2 mm radius to fluid oscillation at frequencies up to 80 Hz with amplitudes up to 200 microns. Ground studies to support the flight development program have employed various schemes to simulate microgravity. One of the most reliable and meaningful methods uses spheres tethered to a fine hair suspended in the fluid. We have also investigated particles with nearly neutral buoyancy. Recordings are made at the peak amplitudes of vibration of the cell providing a measure of the ratio of fluid to particle amplitude. The experiment requires precise location of the particle to within microns during recording, and techniques for achieving this are one of the project challenges. Focused microscopic images and diffraction patterns are used. To make the experiment more versatile, the spaceflight system will record holograms both on film and electronically. A cross correlation procedure enables sub pixel accuracies for electronic recordings, partially accommodating the lower spatial resolution of CCDs. The electronic holograms can be down linked providing real time data. Results of the ground experiments, the flight experiment design, and data analysis procedures are reported.
The Generalized Fluid System Simulation Program (GFSSP) is a finite-volume based general-purpose computer program for analyzing steady state and time-dependant flow rates, pressures, temperatures, and concentrations in a complex flow network. The program is capable of modeling real fluids with phase changes, compressibility, mixture thermodynamics, conjugate heat transfer between solid and fluid, fluid transients, pumps, compressors and external body forces such as gravity and centrifugal. The thermo-fluid system to be analyzed is discretized into nodes, branches, and conductors. The scalar properties such as pressure, temperature, and concentrations are calculated at nodes. Mass flow rates and heat transfer rates are computed in branches and conductors. The graphical user interface allows users to build their models using the 'point, drag, and click' method; the users can also run their models and post-process the results in the same environment. The integrated fluid library supplies thermodynamic and thermo-physical properties of 36 fluids, and 24 different resistance/source options are provided for modeling momentum sources or sinks in the branches. This Technical Memorandum illustrates the application and verification of the code through 25 demonstrated example problems.
The Generalized Fluid System Simulation Program (GFSSP) is a finite-volume based general-purpose computer program for analyzing steady state and time-dependent flow rates, pressures, temperatures, and concentrations in a complex flow network. The program is capable of modeling real fluids with phase changes, compressibility, mixture thermodynamics, conjugate heat transfer between solid and fluid, fluid transients, pumps, compressors, flow control valves and external body forces such as gravity and centrifugal. The thermo-fluid system to be analyzed is discretized into nodes, branches, and conductors. The scalar properties such as pressure, temperature, and concentrations are calculated at nodes. Mass flow rates and heat transfer rates are computed in branches and conductors. The graphical user interface allows users to build their models using the 'point, drag, and click' method; the users can also run their models and post-process the results in the same environment. The integrated fluid library supplies thermodynamic and thermo-physical properties of 36 fluids, and 24 different resistance/source options are provided for modeling momentum sources or sinks in the branches. Users can introduce new physics, non-linear and time-dependent boundary conditions through user-subroutine.
The propulsive effects of waves in ducts, especially at high Mach numbers, are investigated, focusing on drag and thrust and on the conversion of heat into waves which produce thrust. It is shown that essentially all of the work done by an expanding fluid passing through a duct at high Mach number is delivered in the form of waves, and that duct surface angles exist that are optimum for the production of thrust from a wave. The effects of wave phenomena on drag and thrust are considered by extending the concept of a Busemann biplane into that of a 'Busemann scramjet, taking 'off-design' performance into account. An idealized model of a streamtube with heat addition is developed, and flow mechanisms involved in generating thrust by the expansion of this streamtube in an exhaust nozzle are examined.
The results from the first AIAA CFD Drag Prediction Workshop are summarized. The workshop was designed specifically to assess the state-of-the-art of computational fluid dynamics methods for force and moment prediction. An impartial forum was provided to evaluate the effectiveness of existing computer codes and modeling techniques, and to identify areas needing additional research and development. The subject of the study was the DLR-F4 wing-body configuration, which is representative of transport aircraft designed for transonic flight. Specific test cases were required so that valid comparisons could be made. Optional test cases included constant-C(sub L) drag-rise predictions typically used in airplane design by industry. Results are compared to experimental data from three wind tunnel tests. A total of 18 international participants using 14 different codes submitted data to the workshop. No particular grid type or turbulence model was more accurate, when compared to each other, or to wind tunnel data. Most of the results overpredicted C(sub Lo) and C(sub Do), but induced drag (dC(sub D)/dC(sub L)(exp 2)) agreed fairly well. Drag rise at high Mach number was underpredicted, however, especially at high C(sub L). On average, the drag data were fairly accurate, but the scatter was greater than desired. The results show that well-validated Reynolds-Averaged Navier-Stokes CFD methods are sufficiently accurate to make design decisions based on predicted drag.
Magnetofluid dynamic flow pressure distribution around sphere placed in aligned magnetic and velocity fields, noting drag and base pressure
Pressure distribution measurement over sphere with cylindrical afterbody in magnetofluid dynamic flow, showing drag decrease at large magnetic field
We report that solid particles can be fragmented by a fast-moving fluid if their velocity difference is great enough, such as during the atmospheric entry of meteoroids or the shock compression of engineered particulate composites. The extent of particle deformation and breakup in such systems is poorly understood because the necessary extreme conditions make observation difficult and data scarce. To meet this need, experiments combining ultrafast synchrotron-based radiography with plate impact loading were performed at the dynamic compression sector at the advanced photon source. Metal microspheres of several densities and strengths (Au, Ta, and W) were placed inside a polymer matrix. A planar shock wave was then produced in the polymer by the impact of a gun-launched flyer plate. X-ray images of the resulting flow were collected at ~150ns intervals. These images document the progression of particle deformation across a range of flow conditions and particle materials. They show that the extent of deformation is sensitive to the ratio of drag stress to particle strength. The deforming particle's shape is determined by the initial shock–particle interaction, fluid stagnation pressure, and vorticity, each acting on its own timescale. A set of scaling relationships is presented to capture these observations and enable comparison with prior hydrodynamic data. The result is a framework for predicting the conditions under which strong particles are severely deformed by a shock-driven flow.