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NASA NTRS1996

Uncertainty Analysis for Oil-Film Interferometry Skin-Friction Measurement Techniques

Over the past 20 years, the use of oil-film interferometry to measure the skin friction coefficient (C(sub f) = tau/q where tau is the surface shear stress and q is the dynamic pressure) has increased. Different forms of this oil-film technique with various levels of accuracy and ease of use have been successfully applied in a wide range of flows. The method's popularity is growing due to its relative ease of implementation and minimal intrusiveness as well as an increased demand for C(sub f) measurements. Nonetheless, the accuracy of these methods has not been rigorously addressed to date. Most researchers have simply shown that the skin-friction measurements made using these techniques compare favorably with other measurements and theory, most of which are only accurate to within 5-20%. The use of skin-friction data in the design of commercial aircraft, whose drag at cruise is 50% skin-friction drag, and in the validation of computational fluid dynamics programs warrants better uncertainty estimates. Additional information is contained in the original extended abstract.

Naughton, Jonathan W.↗

DOE OSTI2025

Effect of artificial viscosity on shocked particle-laden flows for staggered grid Lagrangian methods

Abstract Shocked particle-laden flows are important to many natural and industrial processes. When simulating these systems, artificial viscosity is often required to prevent numerical artifacts, such as ringing, from arising in the pressure and density fields. The linear and quadratic coefficients of the artificial viscosity determine the amount of smoothing that occurs in these fields. For particle-laden flows, however, many of the fluid–particle interaction forces, for example, the pressure gradient force and unsteady forces, depend on gradients in the fluid fields. Furthermore, while the shock passes over a particle, these forces can be more dominant than drag. This means that the artificial viscosity coefficients affect how a particle and fluid interact when simulating shocked particle systems. Here this effect is investigated for isolated particles and for a particle curtain using a staggered grid Lagrangian approach. The artificial viscosity coefficients have a significant impact on the maximum force that a fluid imparts to a particle, which is important for determining whether a particle will break up in response to the shock. Furthermore, it is found that the density ratio between the particle and the fluid is important in determining whether the artificial viscosity coefficients have a significant impact on the particle’s motion.

71 CLASSICAL AND QUANTUM MECHANICS, GENERAL PHYSIC↗

NASA NTRS1987

Residual motions caused by micro-gravitational accelerations

It is shown here that, under certain conditions, the low-frequency accelerations on experiments being performed aboard orbiting spacecraft due to gravity gradient, atmospheric drag, and spacecraft attitude or orientation can cause sustained fluid motions which require correction by advanced mass compensation techniques. The gravity gradient tensor is derived, and an expression for the difference between the absolute accelerations of a free particle and the mass center of the spacecraft is obtained. A model for the variation of atmospheric density with altitude is discussed, the equations governing the relative motion of a drag-free particle with respect to the mass center of the spacecraft are presented, and analytical and numerical solutions are obtained. Two possible spacecraft altitudes are considered. The problem of the Stokes motion of a sphere immersed in a viscous fluid is examined. Results are presented for the motion of a steel ball in water and for a triglycine sulfate crystal freely suspended in solution.

Alexander, J. Iwan D.↗

NASA NTRS1985

Drag-compensated, precision-powered hinge system

The design of a high precision powered hinge is complicated by the unavoidable presence of parasitic drag torque resulting mainly from friction and transfer of power, signals, and fluids across the hinge. Regardless of the type of drive system selected, it is impossible to completely eliminate all parasitic drag. However, the mechanism described here comes very close to providing a drag free system. All sources of parasitic drag torque are collected on a shaft which is powered by an electric motor independent of the main hinge drive. Under control of a sensor, the electric motor applies a compensating torque equal to that of the parasitic drag torque, allowing the main hinge drive to operate in a practically drag free environment with very high positioning precision.

Jacquemin, G. G.↗

DOE OSTI2020

Fractal Model for Drag Reduction on Multiscale Nonwetting Rough Surfaces

Rough surfaces in contact with a flow of fluid exhibit alternating no-slip and free shear boundary conditions at the solid–liquid and air–liquid interfaces, respectively, thereby potentially offering drag reduction benefits. The balance between the dynamic pressure in the flow and the restoring capillary pressure in the interasperity spaces determines the stability of the Cassie state of wettability and is a function of the relative extent of no-slip and free shear regions per unit surface area. In the present study, using a fractal representation of rough surface topography, an analytical model is developed to quantify the stability of the Cassie state of wettability as well as drag reduction and the friction factor for laminar flow in a rectangular channel between nonwetting multiscale rough surfaces. A systematic study is conducted to quantify the effects of fractal parameters of the surfaces and the flow Reynolds number on drag reduction and the friction factor. The studies are used to develop friction factor curves extending the classical Moody diagram to hydrophobic and superhydrophobic surfaces. On the basis of the studies, regime maps are derived for estimating the extent of drag reduction offered by hydrophobic and superhydrophobic surfaces, revealing that superhydrophobic surfaces do not always offer the best drag reduction performance. The application of the fractal model to practical topographies of nonwetting surfaces of copper, aluminum, and zinc oxide fabricated via electrodeposition and etching is also discussed.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

DOE OSTI2023

Airfoil Computational Fluid Dynamics - 9k shapes, 2 AoA's

This dataset contains aerodynamic quantities - including flow field values (momentum, energy, and vorticity) and summary values (coefficients of lift, drag, and momentum) - for 8,996 airfoil shapes, computed using the HAM2D CFD (computational fluid dynamics) model. The airfoil shapes were designed using the separable shape tensor parameterization that encodes two-dimensional shapes as elements of the Grassmann manifold. This data-driven approach learns two independent spaces of parameter from a collection of sample airfoils. The first captures large-scale, linear perturbations, and the second defines small-scale, higher-order perturbations. For this data, we used the G2Aero database of over 19,000 airfoil shapes to learn a parameter space that captured a wide array of shape characteristics. We fixed the linear deformations to be the mean over the database and sampled new shapes over a four-dimensional parameter space of higher-order perturbation. This sampling approaches allows for isolated analysis of non-linear airfoil shape deformations while holding other aspects (e.g., airfoil thickness) approximately constant. The aerodynamic quantities for the generated airfoil were obtained using the HAM2D code, which is a finite-volume Reynolds-averaged Navier-Stokes (RANS) flow solver. We employ a fifth-order WENO scheme for spatial reconstruction with Roe's flux difference scheme for inviscid flux and second-order central differencing for viscous flux. A preconditioned GMRES method is applied for implicit integration. The Spalart-Allmaras 1-eq turbulence model is used for the turbulence closure, and the Medida-Baeder 2-eq transition model is applied to account for the effects of laminar turbulent transition. The airfoil grid is generated with a total of 400 points on the airfoil surface, the initial wall-normal spacing of y+ = 1, and an outer boundary located at 300 chord lengths away from the wall. The CFD simulations are performed at a freestream Mach number of 0.1, Reynolds number of 9M, and at two angles of attack, 4 deg. and 12 deg. The simulations were performed using the Bridges-2 system at the Pittsburgh Supercomputing Center in February 2023 as part of the INTEGRATE project funded by the Advanced Research Projects Agency - Energy in the U.S. Department of Energy. The data was collected, reformatted, and preprocessed for this OEDI submission in July 2023 under the Foundational AI for Wind Energy project funded by the U.S. Department of Energy Wind Energy Technologies Office. This dataset is intended to serve as a benchmark against which new artificial intelligence (AI) or machine learning (ML) tools may be tested. Baseline AI/ML methods for analyzing this dataset have been implemented, and a link to their repository containing those models has been provided. The .h5 data file structure can be found in the GitHub Repository resource under explore_airfoil_9k_data.ipynb.

9k↗

NASA NTRS1999

Reduction of Base Drag on Launch Vehicles

This report describes the work accomplished during a first-year investigation of base drag reduction for launch vehicles. Interest in this work has arisen due to the large base areas associated with the current generation of launch vehicles. For example, the X-33 and Venture Star configurations all have large base areas because of the aero-spike engines they use. Because of the large base-to-wetted area ratios of these vehicles, the majority of the vehicle drag is due to base drag. Based on previous research, there appears to be a means for reducing the base drag on such vehicles. A clear relationship between viscous fore-body drag and base drag was demonstrated. For subsonic flow conditions, an increase in fore-body drag causes a decrease in base drag. This base-drag reduction is a result of boundary layer effects at the base of the vehicle. The shear layer that develops from the boundary layer separating at the back of the vehicle is the conduit through which momentum is transferred from the high energy free-stream flow to the low-energy fluid in the base area. One way to think of the base drag is that it is the momentum required to accelerate this low-energy fluid. The boundary layer that develops on the fore body acts as an "insulator" between the external flow and the low-energy air at the base. As the viscous fore-body drag is increased, the boundary layer thickness at the aft end of the fore body increases, thereby reducing the rate at which momentum is transferred to the base area. As a result of the lower momentum transfer (or reduced pumping), the base pressure coefficient rises resulting in a reduction of base drag.

Naughton, Jonathan↗

NASA NTRS2014

Variable Geometry Aircraft Pylon Structure and Related Operation Techniques

An aircraft control structure can be utilized for purposes of drag management, noise control, or aircraft flight maneuvering. The control structure includes a high pressure engine nozzle, such as a bypass nozzle or a core nozzle of a turbofan engine. The nozzle exhausts a high pressure fluid stream, which can be swirled using a deployable swirl vane architecture. The control structure also includes a variable geometry pylon configured to be coupled between the nozzle and the aircraft. The variable geometry pylon has a moveable pylon section that can be deployed into a deflected state to maintain or alter a swirling fluid stream (when the swirl vane architecture is deployed) for drag management purposes, or to assist in the performance of aircraft flight maneuvers.

Shah, Parthiv N.↗

DOE OSTI2024

Assessing Critical Conditions for Scour Near Obstructions using Bed Shear, Particle Onset of Motion Balances, and CFD-DEM Modeling of Granular Beds

Computational Fluid Dynamics combined with a Discrete Element Method is one of the computational methods that can be used to model multiphase flows. In this method various phases, gas and liquid or solid, are present in the same computational domain. The local averaged Navier–Stokes equations determine the flow of the continuous phase fluid and are solved using the traditional CFD finite volume approach. DEM is based on a Lagrangian formulation, which solves the equations of motion, expressed in ordinary differential equations, for representative particles as they move in space and time. The interactions between the continuous fluid phase and discrete solid phase are modeled with the use of Newton’s laws of motion via drag force. The particles interact with each other and with the boundaries of the fluid continuum, and the resulting contact forces are included in the equations of motion. The properties of solid particles and boundaries are treated as elastic bodies, with specified density, elastic modulus, and Poisson’s ratio. Particle shapes may vary from single spherical particles to more complex-shaped composite particles. The particles may be introduced into the domain by random or structured injection at a point, surface, or volume, depending on the application. More details on the formulation can be found in the Simcenter STAR-CCM+ User’s Manual and OpenFOAM website.

97 MATHEMATICS AND COMPUTING↗

DOE OSTI2021

Computational Characterization and Boundary Condition Models of a Jet Interaction Fluidic Oscillator

Fluidically oscillating jet actuators that generate sweeping jets when supplied with a pressurized fluid have been used to mitigate separation and reduce drag in a range of flow control applications. Their implementation in future flight vehicles would require fundamental understanding and accurate predictive techniques of the physics of their internal flow and jet formation. The present investigations focus on high-fidelity, time-accurate simulations to characterize the flow physics of the actuator in quiescent conditions. An important element of the present simulations is to demonstrate the ability of the computational fluid dynamics (CFD) solver to predict the jet characteristics and provide a basis for the development of improved boundary conditions (BC) without entirely resolving the geometrical features of the fluidic device. The CFD-predicted oscillation frequencies of the engendered jets were found to be in excellent agreement with experiments, even on two-dimensional meshes. The study revealed that three-dimensional simulations are required to capture some of the flow features of the sweeping jet such as the double peak in time-averaged velocity distributions downstream of the actuator’s orifice that were measured in experiments. Furthermore, several approaches for modeling the actuator were implemented and assessed in quiescent conditions. The evaluation of a boundary condition at the device throat, based on the phase-averaged flow variables, provides the basis for devising surface-based boundary conditions. The influence and necessity of including turbulent characteristics as part of the boundary conditions have also been identified.

42 ENGINEERING↗

DOE OSTI2020

Experimental and numerical investigation of sands and Geldart A biomass co-fluidization

This study investigated the fluidization of sands and small Geldart A biomass mixtures. The mixture fluidized like Geldart A type particles with a uniform bed expansion regime before bubbling. The video recorded color distance between pure sands and sands–biomass mixtures was used to estimate the sands–biomass mixing. The coarse-grained computational fluid dynamics–discrete element method with a hybrid drag model which couples the Syamlal–O'Brien drag and a filtered drag can capture the mixing while the simulation with Gidaspow drag predicted a segregated bed. The simulations were further validated with experimental measured pressure drops. The time averaged pressure drop equals the weight of the bed material, however, its fluctuation is about three times of the bed material fluctuation.

42 ENGINEERING↗

DOE OSTI2021

CFD-DEM study of bubble properties in a cylindrical fluidized bed of Geldart Group D particles and comparison with prior MRI data

Numerical simulations of a freely bubbling cylindrical fluidized bed are carried out using a coupled computational fluid dynamics and discrete element method (CFD-DEM) model and compared to recent experimental data. The experiments were conducted using high-resolution and high-frequency magnetic resonance imaging providing high-fidelity data of the bubbling within a central 10 mm slice of the bed. Qualitatively, we nd more regular (i.e., less chaotic) structures in the simulated beds than observed experimentally. Quantitatively, however, the bubble diameter and number of bubbles as a function of height within the bed is predicted well by the base model. Unfortunately, the regularity in the simulations manifests as a considerable discrepancy in the speed of the (dense) emulsion phase. The simulated velocity probability distribution functions show an accumulation of low-speed regions and deficiency of high-speed regions. A simple parametric study of the base model is also carried out considering many of the most common CFD-DEM modeling parameters. It is found that the fluid grid size, geometry resolution, transfer kernel and drag law did not have a significant effect on bubble or particle dynamics.

42 ENGINEERING↗

NASA NTRS1980

Modern fluid dynamics of subsonic and transonic flight

The paper discusses a number of factors, termed research drivers, which are expected to provide much of the stimulus for research in the subsonic and transonic flight regimes in the coming decade. The research drivers discussed comprise the need for energy efficiency, new and improved facilities, better instrumentation, more capable and efficient computers, theoretical methodology refinements, increased use of optimization techniques, and military requirements. Illustrations of advances in aircraft aerodynamics at subsonic and transonic speeds are presented, along with a discussion of future research opportunities and trends. Particular attention is given to airfoil and basic fluids research designed to reduce skin-friction drag.

Bobbitt, P. J.↗

NASA NTRS1981

Finite element modeling of nonisothermal polymer flows

A finite element formulation designed to simulate polymer melt flows in which both conductive and convective heat transfer are important is described, and the numerical model is illustrated by means of computer experiments using extruder drag flow and entry flow as trial problems. Fluid incompressibility is enforced by a penalty treatment of the element pressures, and the thermal convective transport is modeled by conventional Galerkin and optimal upwind treatments.

Roylance, D.↗

NASA NTRS1987

Torsion as a source of expansion in a Bianchi type-I universe in the self-consistent Einstein-Cartan theory of a perfect fluid with spin density

It is shown that a generalized (or 'power law') inflationary phase arises naturally and inevitably in a simple (Bianchi type-I) anisotropic cosmological model in the self-consistent Einstein-Cartan gravitation theory with the improved stress-energy-momentum tensor with the spin density of Ray and Smalley (1982, 1983). This is made explicit by an analytical solution of the field equations of motion of the fluid variables. The inflation is caused by the angular kinetic energy density due to spin. The model further elucidates the relationship between fluid vorticity, the angular velocity of the inertially dragged tetrads, and the precession of the principal axes of the shear ellipsoid. Shear is not effective in damping the inflation.

Bradas, James C.↗

NASA NTRS1975

Compliant wall-turbulent skin-friction reduction research

Previous compliant-wall experiments successful in reducing skin-friction drag probably have had a (unplanned) membrane resonance at a favorable frequency, amplitude, wave shape, length, and speed. The most probable drag reduction mechanism involves a direct coupling between the fluid and the moving wall when the wall natural resonance frequencies are near the fundamental turbulent burst frequency. Local skin-friction reductions of 61% were measured with mylar/PVC plastisol compliant surfaces. These reductions were observed only at certain flow conditions, indicating that changing tunnel total temperature may have altered the substrate dynamic modulus, damping, and coupled mylar tension. Apparently, the coupled membrane/substrate must be excited in compatible narrow-band natural frequency modes. An accelerated effort is required to develop practical durable compliant surfaces optimized for maximum drag reduction. Application of compliant walls to other transportation modes appears feasible with liquid flows offering the greatest skin-friction drag reduction potential.

Fischer, M. C.↗

DOE OSTI2023

Airfoil Computational Fluid Dynamics - 2k shapes, 25 AoA's, 3 Re numbers

This dataset contains aerodynamic quantities - including flow field values (momentum, energy, and vorticity) and summary values (coefficients of lift, drag, and momentum) - for 1,830 airfoil shapes computed using the HAM2D CFD (computational fluid dynamics) model. The airfoil shapes were designed using the separable shape tensor parameterization that encodes two-dimensional shapes as elements of the Grassmann manifold. This data-driven approach learns two independent spaces of parameter from a collection of sample airfoils. The first captures large-scale, linear perturbations, and the second defines small-scale, higher-order perturbations. For this dataset, we used the G2Aero database of over 19,000 airfoil shapes to learn a parameter space that captured a wide array of shape characteristics. We sampled airfoil designs over both parameter spaces to explore the full range of possible shape variations. The aerodynamic quantities for the generated airfoil were obtained using the HAM2D code, which is a finite-volume Reynolds-averaged Navier-Stokes (RANS) flow solver. We employ a fifth-order WENO scheme for spatial reconstruction with Roe's flux difference scheme for inviscid flux and second-order central differencing for viscous flux. A preconditioned GMRES method is applied for implicit integration. The Spalart-Allmaras 1-eq turbulence model is used for the turbulence closure, and the Medida-Baeder 2-eq transition model is applied to account for the effects of laminar turbulent transition. The airfoil grid is generated with a total of 400 points on the airfoil surface, the initial wall-normal spacing of y+ = 1, and an outer boundary located at 300 chord lengths away from the wall. The CFD simulations are performed at a freestream Mach number of 0.1, for or three different Reynolds' numbers (3M, 6M, and 9M), and for 25 angles of attack from -4 deg. to 20 deg. with 1 degree increments. Across all these various parameters, this dataset includes the results from over 250,000 CFD simulations. The simulations were performed using the Bridges-2 system at the Pittsburgh Supercomputing Center in February 2023 as part of the INTEGRATE project funded by the Advanced Research Projects Agency - Energy, in the U.S. Department of Energy. The data was collected, reformatted, and preprocessed for this OEDI submission in July 2023 under the Foundational AI for Wind Energy project funded by the U.S. Department of Energy Wind Energy Technologies Office. This dataset is intended to serve as a benchmark against which new artificial intelligence (AI) or machine learning (ML) tools may be tested. Baseline AI/ML methods for analyzing this dataset have been implemented, and a link to their repository containing those models has been provided. The .h5 data file structure can be found in the GitHub Repository resource under explore_airfoil_2k_data.ipynb.

2k↗

NASA NTRS1992

Optimal control of lift/drag ratios on a rotating cylinder

We present the numerical solution to a problem of maximizing the lift to drag ratio by rotating a circular cylinder in a two-dimensional viscous incompressible flow. This problem is viewed as a test case for the newly developing theoretical and computational methods for control of fluid dynamic systems. We show that the time averaged lift to drag ratio for a fixed finite-time interval achieves its maximum value at an optimal rotation rate that depends on the time interval.

Ou, Yuh-Roung↗