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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.

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129 records · Page 8
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NASA NTRS1999

Multi-Body Analysis of the 1/5 Scale Wind Tunnel Model of the V-22 Tiltrotor

The paper presents a multi-body analysis of the 1/5 scale wind tunnel model of the V-22 tiltrotor, the Wing and Rotor Aeroelastic Testing System (WRATS), currently tested at NASA Langley Research Center. An original multi-body formulation has been developed at the Dipartimento di Ingegneria Aerospaziale of the Politecnico di Milano, Italy. It is based on the direct writing of the equilibrium equations of independent rigid bodies, connected by kinematic constraints that result in the addition of algebraic constraint equations, and by dynamic constraints, that directly contribute to the equilibrium equations. The formulation has been extended to the simultaneous solution of interdisciplinary problems by modeling electric and hydraulic networks, for aeroservoelastic problems. The code has been tailored to the modeling of rotorcrafts while preserving a complete generality. A family of aerodynamic elements has been introduced to model high aspect aerodynamic surfaces, based on the strip theory, with quasi-steady aerodynamic coefficients, compressibility, post-stall interpolation of experimental data, dynamic stall modeling, and radial flow drag. Different models for the induced velocity of the rotor can be used, from uniform velocity to dynamic in flow. A complete dynamic and aeroelastic analysis of the model of the V-22 tiltrotor has been performed, to assess the validity of the formulation and to exploit the unique features of multi-body analysis with respect to conventional comprehensive rotorcraft codes; These are the ability to model the exact kinematics of mechanical systems, and the possibility to simulate unusual maneuvers and unusual flight conditions, that are particular to the tiltrotor, e.g. the conversion maneuver. A complete modal validation of the analytical model has been performed, to assess the ability to reproduce the correct dynamics of the system with a relatively coarse beam model of the semispan wing, pylon and rotor. Particular care has been used to model the kinematics of the gimbal joint, that characterizes the rotor hub, and of the control system, consisting in the entire swashplate mechanism. The kinematics of the fixed and the rotating plates have been modeled, with variable length control links used to input the controls, the rotating flexible links, the pitch horns and the pitch bearings. The investigations took advantage of concurring wind tunnel test runs, that were performed in August 1998, and allowed the acquisition of data specific to the multi-body analysis.

Ghiringhelli, G. L.↗
NASA NTRS2010

Ocean Turbulence, III: New GISS Vertical Mixing Scheme

We have found a new way to express the solutions of the RSM (Reynolds Stress Model) equations that allows us to present the turbulent diffusivities for heat, salt and momentum in a way that is considerably simpler and thus easier to implement than in previous work. The RSM provides the dimensionless mixing efficiencies Gamma-alpha (alpha stands for heat, salt and momentum). However, to compute the diffusivities, one needs additional information, specifically, the dissipation Epsilon. Since a dynamic equation for the latter that includes the physical processes relevant to the ocean is still not available, one must resort to different sources of information outside the RSM to obtain a complete Mixing Scheme usable in OGCMs. As for the RSM results, we show that the Gamma-alpha s are functions of both Ri and Rq (Richardson number and density ratio representing double diffusion, DD); the Gamma-alpha are different for heat, salt and momentum; in the case of heat, the traditional value Gamma-h = 0.2 is valid only in the presence of strong shear (when DD is inoperative) while when shear subsides, NATRE data show that Gamma-h can be three times as large, a result that we reproduce. The salt Gamma-s is given in terms of Gamma-h. The momentum Gamma-m has thus far been guessed with different prescriptions while the RSM provides a well defined expression for Gamma-m(Ri,R-rho). Having tested Gamma-h, we then test the momentum Gamma-m by showing that the turbulent Prandtl number Gamma-m/Gamma-h vs. Ri reproduces the available data quite well. As for the dissipation epsilon, we use different representations, one for the mixed layer (ML), one for the thermocline and one for the ocean;s bottom. For the ML, we adopt a procedure analogous to the one successfully used in PB (planetary boundary layer) studies; for the thermocline, we employ an expression for the variable epsilon/N(exp 2) from studies of the internal gravity waves spectra which includes a latitude dependence; for the ocean bottom, we adopt the enhanced bottom diffusivity expression used by previous authors but with a state of the art internal tidal energy formulation and replace the fixed Gamma-alpha = 0.2 with the RSM result that brings into the problem the Ri, R-rho dependence of the Gamma-alpha; the unresolved bottom drag, which has thus far been either ignored or modeled with heuristic relations, is modeled using a formalism we previously developed and tested in PBL studies. We carried out several tests without an OGCM. Prandtl and flux Richardson numbers vs. Ri. The RSM model reproduces both types of data satisfactorily. DD and Mixing efficiency Gamma-h(Ri,Rq). The RSM model reproduces well the NATRE data. Bimodal epsilon-distribution. NATRE data show that epsilon (Ri < 1) approximately equals 10epsilon(Ri > 1), which our model reproduces. Heat to salt flux ratio. In the Ri much greater than 1 regime, the RSM predictions reproduce the data satisfactorily. NATRE mass diffusivity. The z-profile of the mass diffusivity reproduces well the measurements at NATRE. The local form of the mixing scheme is algebraic with one cubic equation to solve.

Canuto, V. M.↗
NASA NTRS1998

Incompressible Turbulent Wing-Body Junction Flow

The overall objective of this study is to contribute to the optimized design of fan bypass systems in advanced turbofan engines. Increasing the engine bypass ratios have provided a major boost in engine performance improvement over the last fifty years. An engine with high bypass ratio (11-16:1) such as the Advanced Ducted Propulsion (ADP) is being developed and is expected to provide an additional 25% improvement in overall efficiency over the early turbofans. Such significant improvements in overall efficiency would reduce the cost per seat mile, which is a major government and Industry challenge for the 21th century. The research is part of the Advanced Subsonic Technology (AST) program that involves a NASA, U.S. Industry and FAA partnership with the goal of a safe and highly productive global air transportation system. The immediate objective of the study is to perform numerical simulation of duct-strut interactions to elucidate the loss mechanisms associated with this configuration that is typical of advanced turbofan engines such as ADP. However, at present experimental data for a duct-strut configuration are not available. Thus, as a first step a wing-body junction flow would be studied and is the specific objective of the present study. At the outset it is to be recognized that while duct-strut interaction flow is similar to that of wing-body junction flows, there are some differences owing to the presence of a wall at both ends of the strut. Likewise, some differences are due to the sheared inflow (as opposed to a uniform inflow) velocity profile. It is however expected that some features of a wing-body junction flow would persist. Next, some of the salient aspects of the complex flow near a wing-body junction, as revealed by various studies reported in the literature will be reviewed. One of the principle characteristics of the juncture flow, is the presence of the mean flow components in a plane perpendicular to the direction of the oncoming free-stream flow. The lateral curvature of the wing/strat causes the oncoming turbulent layer to skew about am axis (x-axis) parallel to the plane (xz-plane) of the mean shear. This is the principle mechanism for the generation of secondary flow. Such skew-induced secondary flows are slow to be attenuated by Reynolds stresses. Additional contribution to the generation of secondary flow comes from anisotropies in Reynolds stresses. Upstream of the strut, the mean-vorticity is directed span wise (along the y-direction). The presence of secondary flow in the vicinity of the strut causes the vorticity to stretch around the obstacle in a horse-shoe shape, with each leg having a vorticity of the opposite sense. The blockage effect of the strut imposes a severe adverse pressure gradient on the oncoming turbulent shear layer, causing boundary layer separation ahead of the leading edge, resulting in a vortex that rolls up and flows downstream into the juncture region. The separation vortices trailing in the wake of the wing can alter the lift or drag characteristics of the surfaces downstream of the wing-body juncture. Likewise, on submarines, the wake flow behind the appendage can degrade the performance of the propeller located downstream. The complex nature of this flow is caused by the presence of all six components of Reynolds stresses. Devenport and Simpson report that in the vicinity of the horse-shoe vortex there is intense recirculation with turbulent stresses being much larger than those normally observed in turbulent flows. These features contribute to making this flow a challenge to predict numerically. Some of the past studies provide useful insights into this flow that would guide our numerical efforts. In measurements reported by Shabaka and Bradshaw, the eddy viscosity tensor is seen to be non-isotropic and has negative components in certain regions. In an effort to evaluate the closure assumptions of various turbulence models, Devenport and Simpson used their own extensive measurements in juncture flows around the nose of a wing-body junction. Measured values of mean-velocity and/or turbulence kinetic energy was used to predict the magnitude of the shear stress vector. Algebraic stress models performed the best followed by Cebeci-Smith eddy viscosity model. The flow is reported to be dominated by a pressure field produced by the wing and the velocity field generated by the horseshoe vortex that is wrapped around the junction between the wing and wall. Kubendran et al. conclude from an experimental study that the shape of leading edge of the wing as characterized by its slenderness ratio is a major factor in determining the flow fields in the juncture region. The more thinner the leading edge of the juncture, the weaker the horseshoe vortex is. Also, with a slender leading edge, the secondary flow in the juncture would be due mainly to the cross-stream gradients of Reynolds stresses rather than due to a lateral skewing of the shear layer.

Krishnamurthy, R.↗