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DOE OSTI2023

Symmetry and scaling in one-dimensional compressible two-phase flow

Investigations of shock compression of heterogeneous materials often focus on the shock front width and overall profile. The number of experiments required to fully characterize the dynamic response of a material often belie the structure–property relationships governing these aspects of a shock wave. Recent observations measured a pronounced shock-front width on the order of 10 s of ns in particulate composites. We focus on particulate composites with disparate densities and investigate whether the mechanical interactions between the phases are adequate to describe this emergent behavior. The analysis proceeds with a general Mie–Grüneisen equation of state for the matrix material, a general drag force law with general power-law scaling for the particle-matrix coupling of the phases, and a volume fraction-dependent viscosity. Lie group analysis is applied to one-dimensional hydrodynamic flow equations for the self-consistent interaction of particles embedded in a matrix material. The particle phase is characterized by a particle size and volume fraction. The Lie group analysis results in self-similar solutions reflecting the symmetries of the flow. The symmetries lead to well-defined scaling laws, which may be used to characterize the propagation of shock waves in particle composites. An example of the derived scaling laws for shock attenuation and rise time is shown for experimental data on shock-driven tungsten-loaded polymers. A key result of the Lie analysis is that there is a relationship between the exponents characterizing the form of the drag force and the exponent characterizing the shock velocity and its attenuation in a particulate composite. Comparison to recent experiments results in a single exponent that corresponds to a conventional drag force.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗

NASA NTRS1996

Observations of Thermospheric Horizontal Winds at Watson Lake, Yukon Territory (lambda=65 Deg N)

Fabry-Perot interferometer observations of the thermospheric O I (6300 A) emission have been conducted from an airglow observatory at a dark field site in the southeastern Yukon Territory, Canada, for the period November 1991 to April 1993. The experiment operated in unattended, remote fashion, has resulted in a substantial data set from which mean neutral winds have been determined. Dependent upon geomagnetic activity, the nocturnal location of the site is either equatorward of the auroral oval or within oval boundaries. The data set is rich enough to permit hourly binning of neutral winds based upon the K(sub p) geomagnetic disturbance index as well as the season. For cases of low geomagnetic activity the averaged vector horizontal neutral wind exhibits the characteristics of a midlatitude site displaying antisunward pressure-gradient-driven winds. As the geomagnetic activity rises in the late afternoon and evening winds slowly rotate sunward in an anticlockwise direction, initially remaining near 100 m/s in speed but eventually increasing to 300 m/s for K(sub p) greater than 5. For the higher levels of activity the observed neutral wind flow pattern resembles a higher-latitude polar cap pattern characterized by ion drag forcing of thermospheric neutral gases. In addition, rotational Coriolis forcing on the dusk side enhances the ion drag forcing, resulting in dusk winds which trace out the clockwise dusk cell plasma flow. On the dawn side the neutral winds also rotate in an anticlockwise direction as the strength of geomagnetic disturbances increase. Since the site is located at a transition latitude between the midlatitude and the polar cap the data set provides a sensitive test for general circulation models which attempt to parameterize the contribution of magnetospheric processes. A comparison with the Vector Spherical Harmonic (VSH) model indicates several regions of poor correspondence for December solstice conditions but reasonable agreement for the vernal equinox.

Niciejewski, R. J.↗

NASA NTRS2015

Dynamics of CMEs in the LASCO Field of View

A large set (16000) of coronal mass ejections (CMEs) observed during 1996-2011 was selected to study their dynamics in the LASCO field of view (LFOV). These events were selected based on the criterion that at least three height-time measurements were available for each CME. The height-time measurements included in the SOHO/LASCO catalog were used to determine velocities and accelerations of the respective CMEs at successive distances from the Sun. Next, these parameters were sorted into 30 subsamples depending on the distance from the Sun at which they were determined. The mean velocities and accelerations calculated for the successive distance-dependent subsamples of CMEs were used to study their dynamics. We demonstrate that CMEs in the LFOV manifest three distinct phases of propagation: (i) The propelling Lorentz force dominates the dynamics of CMEs in the inner (C2 LASCO) FOV, (ii) a stable propagation occurs as a result of the balance between the propelling and drag forces, (iii) the drag force dominates at the outer edge of the LFOV. When we considered different categories of CME separately, we found different acceleration distance profiles for different categories.

Michalek, G.↗

NASA NTRS1996

Force Measurements in Magnetic Suspension and Balance System

The description of an infrared telemetry system for measurement of drag forces in Magnetic Suspension and Balance Systems (MSBS) is presented. This system includes a drag force sensor, electronic pack and transmitter placed in the model which is of special construction, and receiver with a microprocessor-based measuring device, placed outside of the test section. Piezosensitive resonators as sensitive elements and non-magnetic steel as the material for the force sensor are used. The main features of the proposed system for load measurements are discussed and the main characteristics are presented.

Kuzin, Alexander↗

DOE OSTI2020

Drag viscosity of metals and its connection to Coulomb drag

Recent years have seen a surge of interest in studies of hydrodynamic transport in electronic systems. We investigate the electron viscosity of metals and find a component that is closely related to Coulomb drag. By using linear-response theory, viscosity, which is a transport coefficient for momentum, can be extracted from the retarded correlation function of the momentum flux, i.e., the stress tensor. There exists a previously overlooked contribution to the shear viscosity from the interacting part of the stress tensor which accounts for the momentum flow induced by interactions. This contribution, which we dub drag viscosity, is caused by the frictional drag force due to long-range interactions. It is therefore linked to Coulomb drag which also originates from the interaction-induced drag force. Starting from the Kubo formula and using the Keldysh technique, we compute the drag viscosity of two- and three-dimensional metals along with the drag resistivity of double-layer two-dimensional electronic systems. Both the drag resistivity and drag viscosity exhibit a crossover from quadratic-in-$\textit{T}$ behavior at low temperatures to a linear behavior at higher temperatures. Although the drag viscosity appears relatively small compared with the normal Drude component for the clean metals, it may dominate hydrodynamic transport in some systems, which are discussed in the conclusion.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗

NASA NTRS1976

Behavior of aircraft antiskid braking systems on dry and wet runway surfaces - A velocity-rate-controlled, pressure-bias-modulated system

During maximum braking the average ratio of drag-force friction coefficient developed by the antiskid system to maximum drag-force friction coefficient available at the tire/runway interface was higher on dry surfaces than on wet surfaces. The gross stopping power generated by the brake system on the dry surface was more than twice that obtained on the wet surfaces. With maximum braking applied, the average ratio of side-force friction coefficient developed by the tire under antiskid control to maximum side-force friction available at the tire/runway interface of a free-rolling yawed tire was shown to decrease with increasing yaw angle. Braking reduced the side-force friction coefficient on a dry surface by 75 percent as the wheel slip ratio was increased to 0.3; on a flooded surface the coefficient dropped to near zero for the same slip ratio. Locked wheel skids were observed when the tire encountered a runway surface transition from dry to flooded, due in part to the response time required for the system to sense abrupt changes in the runway friction; however, the antiskid system quickly responded by reducing brake pressure and cycling normally during the remainder of the run on the flooded surface.

Stubbs, S. M.↗

NASA NTRS1977

Behavior of aircraft antiskid breaking systems on dry and wet runway surfaces: A slip-ratio-controlled system with ground speed reference from unbraked nose wheel

An experimental investigation was conducted at the Langley aircraft landing loads and traction facility to study the braking and cornering response of a slip ratio controlled aircraft antiskid braking system with ground speed reference derived from an unbraked nose wheel. The investigation, conducted on dry and wet runway surfaces, utilized one main gear wheel, brake, and tire assembly of a DC-9 series 10 airplane. During maximum braking, the average ratio of the drag force friction coefficient developed by the antiskid system to the maximum drag force friction coefficient available was higher on the dry surface than on damp and flooded surfaces, and was reduced with lighter vertical loads, higher yaw angles, and when new tire treads were replaced by worn treads. Similarly, the average ratio of side force friction coefficient developed by the tire under antiskid control to the maximum side force friction coefficient available to a freely rolling yawed tire decreased with increasing yaw angle, generally increased with ground speed, and decreased when tires with new treads were replaced by those with worn treads.

Tanner, J. A.↗

DOE OSTI2020

HYDRODYNAMIC ANALYSIS OF MACROALGAE LOCAL MODEL USING COMPUTATIONAL FLUID DYNAMICS

In this article, a local scale, fully nonlinear coupled fluid-structural interaction (FSI) sugar kelp model has been developed using a computational fluid dynamics (CFD) method. In this model, to be consistent with available experimental data, the sugar kelp is approximated as elongated rectangles with smoothed isosceles triangles at the ends and a single kelp model with one end fixed in a channel with constant current model is developed. Several different current speeds are simulated, and the resulting drag forces and calculated drag coefficients are validated by comparison with experimental data from the literature. In a previous study, a global scale model was developed using a computational structural dynamics (CSD) method to simulate macroalgae farming system and guide the system configuration design. In the global scale model, the hydrodynamic forces are calculated using Morison’s equation and the kinematics and dynamics of the sugar kelp are simplified and the group of kelps attached to the long line is modeled as a slender structure with the same length and an effective diameter such that the volumes are consistent with the real physical system. This simplified model matches the weight and buoyancy but adjusting the hydrodynamic properties when the general hydrodynamic coefficients are employed. Therefore, optimal hydrodynamic coefficients used in global scale model were determined to obtain the hydrodynamic force more accurately. The validated local scale model is then be applied to determine the hydrodynamic coefficients of the simplified sugar kelp model for global dynamic analysis.

hydrodynamic modeling, macroalgae, CFD model↗

NASA NTRS1973

Cornering characteristics of a 40 by 14-16 type 7 aircraft tire and a comparison with characteristics of a C40 by 14-21 cantilever aircraft tire

An investigation was conducted at the Langley aircraft landing loads and traction facility to determine the cornering characteristics of a 40 x 14-16 type VII aircraft tire. These characteristics, which include the cornering-force and drag-force friction coefficients and self-alining torque, were obtained for the tire operating on dry, damp and flooded runway surfaces over a range of yaw angles from 0 deg to 20 deg and at ground speeds from 5 to 100 knots, both with and without braking. The results of this investigation indicated that the cornering capability of the 40 x 14-16 type VII aircraft tire is degraded by high ground speeds, thin-film lubrication and tire hydroplaning effects on the wet surfaces, and brake torque. The cornering capability is greatly diminished when locked-wheel skids are encountered.

Tanner, J. A.↗

NASA NTRS1974

Experimental investigation of the cornering characteristics of 18 by 5.5, type 7, aircraft tires with different tread patterns

The characteristics, which include the cornering-force and drag-force friction coefficients and self-alining torque, were obtained on dry, damp, and flooded runway surfaces over a range of yaw angles from 0 deg to 12 deg and at ground speeds from approximately 5 to 90 knots. The results indicate that a tread pattern with pinholes in the ribs reduces the tire cornering capability at high yaw angles on a damp surface but improves cornering on a dry surface. A tread pattern which has transverse grooves across the entire width of the tread improves the tire cornering performance slightly at high speeds on the flooded runway surface. The cornering capability of all the tires is degraded at high ground speeds by thin film lubrication and/or tire hydroplaning effects. Alterations to the conventional tread pattern provide only marginal improvements in the tire cornering capability which suggests that runway surface treatments may be a more effective way of improving aircraft ground performance during wet operations.

Dreher, R. C.↗

NASA NTRS1991

Nano-G research laboratory for a spacecraft

An acceleration free research laboratory is provided that is confined within a satellite but free of any physical engagement with the walls of the satellite, wherein the laboratory has adequate power, heating, cooling, and communications services to conduct basic research and development. An inner part containing the laboratory is positioned at the center-of-mass of a satellite within the satellite's outer shell. The satellite is then positioned such that its main axes are in a position parallel to its flight velocity vector or in the direction of the residual acceleration vector. When the satellite is in its desired orbit, the inner part is set free so as to follow that orbit without contacting the inside walls of the outer shell. Sensing means detect the position of the inner part with respect to the outer shell, and activate control rockets to move the outer shell; thereby, the inner part is repositioned such that it is correctly positioned at the center-of-mass of the satellite. As a consequence, all disturbing forces, such as drag forces, act on the outer shell, and the inner part containing the laboratory is shielded and is affected only by gravitational forces. Power is supplied to the inner part and to the laboratory by a balanced microwave/laser link which creates the kind of environment necessary for basic research to study critical phenomena such as the Lambda transition in helium and crystal growth, and to perform special metals and alloys research, etc.

Vonbun, Friedrich O.↗

NASA NTRS2000

X-38 Landing Gear Skid Test Report

NASA incorporates skid-equipped landing gear on its series of X-38 flight test vehicles. The X-38 test program is the proving ground for the Crew Return Vehicle (CRV) a gliding parafoil-equipped vehicle designed to land at relatively low speeds. The skid-equipped landing gear is designed to attenuate the vertical landing energy of the vehicle at touchdown using crushable materials within the struts themselves. The vehicle then slides out as the vehicle horizontal energy is dissipated through the skids. A series of tests was conducted at Edwards Airforce Base (EAFB) in an attempt to quantify the drag force produced while "dragging" various X-38 landing gear skids across lakebed regions of varying surface properties. These data were then used to calculate coefficients of friction for each condition. Coefficient of friction information is critical for landing analyses as well as for landing gear load and interface load analysis. The skid specimens included full- and sub-scale V201 (space test vehicle) nose and main gear designs, a V131/V 132 (atmospheric flight test vehicles) main gear skid (actual flight hardware), and a newly modified, full-scale V201 nose -ear skid with substantially increased edge curvature as compared to its original design. Results of the testing are discussed along with comments on the relative importance of various parameters that influence skid stability and other dynamic behavior.

Gafka, George K.↗

DOE OSTI2020

Water Energy Resource Innovation on the Cavitation Characteristics

The main purpose of this study is to numerically correlate the amount of generated vapor over a hydrofoil to the lift and drag coefficients acting on it. As such, cavitation characteristics were investigated of a hydrofoil in the cavitating, sub-cavitating, and non-cavitating flows for different angles of attacks (AoA) with the high upstream flow velocity. The hydrofoil was tested in a square water tunnel with water entering the tunnel at various velocities for each AoA ranges from 9.1 m/s to 12.2 m/s. It was found that lift and drag forces acting on the hydrofoil follow the trend of the experimental data quite closely. While the cavitation can be identified by a unique number (averaged vapor volume fraction), the work done created an inverse correlation between this number and the cavitation number at the same angle of attack. The lift force declines with the increase in the vapor content on the hydrofoil surface, meanwhile the drag force peaks at certain vapor volume fraction, and then, a huge reduction occurs with the considerable decrease in the corresponding cavitation number. A fourth-order correlation generated between the lift to drag (L/D) and the cavitation number (σ). It was found the lift-to-drag ratio decreases by the formation of the cavitation over the hydrofoil, thus causing a drop in the efficiency of the turbomachines.

42 ENGINEERING↗

NASA NTRS1990

Magnetic forces in high-T(sub c) superconducting bearings

In September 1987 research at Cornell levitated a small rotor on superconducting bearing at 10,000 rpm. In April 1989 a speed of 120,000 rpm was achieved in a passive bearing with no active control. The bearing material used was YBa2Cu3O7. There is no evidence that the rotation speed has any significant effect on the lift force. Magnetic force measurements between a permanent rare-earth magnet and high T(sub c) superconducting material versus vertical and lateral displacements were made. A large hysteresis loop results for large displacements, while minor loops result for small displacements. These minor loops seem to give a slope proportional to the magnetic stiffness, and are probably indicative of flux pinning forces. Experiments of rotary speed versus time show a linear decay in a vacuum. Measurements of magnetic drag forces of a magnetic dipole over a high-T(sub c) superconducting disc of YBCO show that the drag force reaches a constant value, independent of the speed. Dampling of lateral vibrations of levitated rotors were measured which indicates that transverse flux motion in the superconductor will create dissipation. As a result of these force measurements, an optimum shape for the superconductor bearing pads which gives good lateral and axial stability was designed. Recent force measurements on melt-quench processed superconductors indicate a substantial increase in levitation force and magnetic stiffness over free sintered materials. As a result, application of high-T(sub c) superconducting bearings are beginning to show great promise at this time.

Moon, F. C.↗

NASA NTRSDate not supplied

Comparing Particle Flow Regimes in the L2K Arcjet with Martian Entry Conditions

The DLR L2K arcjet facility has the ability to run experiments with particle-laden flows in a CO2-N2 gas mixture that simulates the Martian atmosphere. When running computer simulations of particle-laden flows, it is important to properly assess the drag forces on the particles as they travel through a shock layer. Key parameters that determine the drag force are the particle Mach and Reynolds numbers. In this study, flow conditions in the L2K arcjet are compared against conditions that will be present during a Martian entry.

particle flows↗

NASA NTRS1988

Continuum theories for fluid-particle flows: Some aspects of lift forces and turbulence

A general framework is outlined for the modeling of fluid particle flows. The momentum exchange between the constituents embodies both lift and drag forces, constitutive equations for which can be made explicit with reference to known single particle analysis. Relevant results for lift are reviewed, and invariant representations are posed. The fluid and particle velocities and the particle volume fraction are then decomposed into mean and fluctuating parts to characterize turbulent motions, and the equations of motion are averaged. In addition to the Reynolds stresses, further correlations between concentration and velocity fluctuations appear. These can be identified with turbulent transport processes such as eddy diffusion of the particles. When the drag force is dominant, the classical convection dispersion model for turbulent transport of particles is recovered. When other interaction forces enter, particle segregation effects can arise. This is illustrated qualitatively by consideration of turbulent channel flow with lift effects included.

Mctigue, David F.↗

NASA NTRS2003

Interactions of Dust Grains with Coronal Mass Ejections and Solar Cycle Variations of the F-Coronal Brightness

The density of interplanetary dust increases sunward to reach its maximum in the F corona, where its scattered white-light emission dominates that of the electron K corona above about 3 Solar Radius. The dust will interact with both the particles and fields of antisunward propagating coronal mass ejections (CMEs). To understand the effects of the CME/dust interactions we consider the dominant forces, with and without CMEs. acting on the dust in the 3-5 Solar Radius region. Dust grain orbits are then computed to compare the drift rates from 5 to 3 Solar Radius. for periods of minimum and maximum solar activity, where a simple CME model is adopted to distinguish between the two periods. The ion-drag force, even in the quiet solar wind, reduces the drift time by a significant factor from its value estimated with the Poynting-Robertson drag force alone. The ion-drag effects of CMEs result in even shorter drift times of the large (greater than or approx. 3 microns) dust grains. hence faster depletion rates and lower dust-pain densities, at solar maxima. If dominated by thermal emission, the near-infrared brightness will thus display solar cycle variations close to the dust plane of symmetry. While trapping the smallest of the grains, the CME magnetic fields also scatter the grains of intermediate size (0.1-3 microns) in latitude. If light scattering by small grains close to the Sun dominates the optical brightness. the scattering by the CME magnetic fields will result in a solar cycle variation of the optical brightness distribution not exceeding 100% at high latitudes, with a higher isotropy reached at solar maxima. A good degree of latitudinal isotropy is already reached at low solar activity since the magnetic fields of the quiet solar wind so close to the Sun are able to scatter the small (less than or approx. 3 microns) grains up to the polar regions in only a few days or less, producing strong perturbations of their trajectories in less than half their orbital periods. Finally, we consider possible observable consequences of individual CME/dust interactions. We show that the dust grains very likely have no observable effect on the dynamics of CMEs. The effect of an individual CME on the dust grains, however, might serve as a forecasting tool for the directions and amplitudes of the magnetic fields within the CME.

Ragot, B. R.↗

NASA NTRS2003

Propulsion Options for the Global Precipitation Measurement Core Satellite

This study was conducted to evaluate several propulsion system options for the Global Precipitation Measurement (GPM) core satellite. Orbital simulations showed clear benefits for the scientific data to be obtained at a constant orbital altitude rather than with a decay/reboost approach. An orbital analysis estimated the drag force on the satellite will be 1 to 12 mN during the five-year mission. Four electric propulsion systems were identified that are able to compensate for these drag forces and maintain a circular orbit. The four systems were the UK-10/TS and the NASA 8 cm ion engines, and the ESA RMT and RITl0 EVO radio-frequency ion engines. The mass, cost, and power requirements were examined for these four systems. The systems were also evaluated for the transfer time from the initial orbit of 400 x 650 km altitude orbit to a circular 400 km orbit. The transfer times were excessive, and as a consequence a dual system concept (with a hydrazine monopropellant system for the orbit transfer and electric propulsion for drag compensation) was examined. Clear mass benefits were obtained with the dual system, but cost remains an issue because of the larger power system required for the electric propulsion system. An electrodynamic tether was also evaluated in this trade study.

Cardiff, Eric H.↗