Air Blast and the Science of Dynamic Pressure Measurements
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CHAPTER TWO - Static Aeroelasticity – Unswept Wing Structural Loads and Performance 21 2.1 Background
Static aeroelasticity – structural loads and performance CHAPTER TWO - Static Aeroelasticity – Unswept wing structural loads and performance 21 2.1 Background ........................................................................................................................... 21 2.1.2 Scope and purpose ....................................................................................................................... 21 2.1.2 The structures enterprise and its relation to aeroelasticity ............................................................ 22 2.1.3 The evolution of aircraft wing structures-form follows function ................................................ 24 2.2 Analytical modeling............................................................................................................... 30 2.2.1 The typical section, the flying door and Rayleigh-Ritz idealizations ................................................ 31 2.2.2 – Functional diagrams and operators – modeling the aeroelastic feedback process ....................... 33 2.3 Matrix structural analysis – stiffness matrices and strain energy .......................................... 34 2.4 An example - Construction of a structural stiffness matrix – the shear center concept ........ 38 2.5 Subsonic aerodynamics - fundamentals ................................................................................ 40 2.5.1 Reference points – the center of pressure..................................................................................... 44 2.5.2 A different -
Upwind Sail Aerodynamics : a RANS Numerical Investigation Validated with Wind Tunnel Pressure Measurements I.M Viola, Patrick Bot, M
Upwind sail aerodynamics : A RANS numerical investigation validated with wind tunnel pressure measurements I.M Viola, Patrick Bot, M. Riotte To cite this version: I.M Viola, Patrick Bot, M. Riotte. Upwind sail aerodynamics : A RANS numerical investigation validated with wind tunnel pressure measurements. International Journal of Heat and Fluid Flow, Elsevier, 2012, 39, pp.90-101. 10.1016/j.ijheatfluidflow.2012.10.004. hal-01071323 HAL Id: hal-01071323 https://hal.archives-ouvertes.fr/hal-01071323 Submitted on 8 Oct 2014 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. I.M. Viola, P. Bot, M. Riotte Upwind Sail Aerodynamics: a RANS numerical investigation validated with wind tunnel pressure measurements International Journal of Heat and Fluid Flow 39 (2013) 90–101 http://dx.doi.org/10.1016/j.ijheatfluidflow.2012.10.004 Keywords: sail aerodynamics, CFD, RANS, yacht, laminar separation bubble, viscous drag. Abstract The aerodynamics of a sailing yacht with different sail trims are presented, derived from simulations performed using Computational Fluid Dynamics. A Reynolds-averaged Navier- Stokes approach was used to model sixteen sail trims first tested in a wind tunnel, where the pressure distributions on the sails were measured. -
Introduction
CHAPTER 1 Introduction "For some years I have been afflicted with the belief that flight is possible to man." Wilbur Wright, May 13, 1900 1.1 ATMOSPHERIC FLIGHT MECHANICS Atmospheric flight mechanics is a broad heading that encompasses three major disciplines; namely, performance, flight dynamics, and aeroelasticity. In the past each of these subjects was treated independently of the others. However, because of the structural flexibility of modern airplanes, the interplay among the disciplines no longer can be ignored. For example, if the flight loads cause significant structural deformation of the aircraft, one can expect changes in the airplane's aerodynamic and stability characteristics that will influence its performance and dynamic behavior. Airplane performance deals with the determination of performance character- istics such as range, endurance, rate of climb, and takeoff and landing distance as well as flight path optimization. To evaluate these performance characteristics, one normally treats the airplane as a point mass acted on by gravity, lift, drag, and thrust. The accuracy of the performance calculations depends on how accurately the lift, drag, and thrust can be determined. Flight dynamics is concerned with the motion of an airplane due to internally or externally generated disturbances. We particularly are interested in the vehicle's stability and control capabilities. To describe adequately the rigid-body motion of an airplane one needs to consider the complete equations of motion with six degrees of freedom. Again, this will require accurate estimates of the aerodynamic forces and moments acting on the airplane. The final subject included under the heading of atmospheric flight mechanics is aeroelasticity. -
How Do Airplanes
AIAA AEROSPACE M ICRO-LESSON Easily digestible Aerospace Principles revealed for K-12 Students and Educators. These lessons will be sent on a bi-weekly basis and allow grade-level focused learning. - AIAA STEM K-12 Committee. How Do Airplanes Fly? Airplanes – from airliners to fighter jets and just about everything in between – are such a normal part of life in the 21st century that we take them for granted. Yet even today, over a century after the Wright Brothers’ first flights, many people don’t know the science of how airplanes fly. It’s simple, really – it’s all about managing airflow and using something called Bernoulli’s principle. GRADES K-2 Do you know what part of an airplane lets it fly? The answer is the wings. As air flows over the wings, it pulls the whole airplane upward. This may sound strange, but think of the way the sail on a sailboat catches the wind to move the boat forward. The way an airplane wing works is not so different. Airplane wings have a special shape which you can see by looking at it from the side; this shape is called an airfoil. The airfoil creates high-pressure air underneath the wing and low-pressure air above the wing; this is like blowing on the bottom of the wing and sucking upwards on the top of the wing at the same time. As long as there is air flowing over the wings, they produce lift which can hold the airplane up. You can have your students demonstrate this idea (called Bernoulli’s Principle) using nothing more than a sheet of paper and your mouth. -
Introduction to Aerospace Engineering
Introduction to Aerospace Engineering Lecture slides Challenge the future 1 Introduction to Aerospace Engineering Aerodynamics 11&12 Prof. H. Bijl ir. N. Timmer 11 & 12. Airfoils and finite wings Anderson 5.9 – end of chapter 5 excl. 5.19 Topics lecture 11 & 12 • Pressure distributions and lift • Finite wings • Swept wings 3 Pressure coefficient Typical example Definition of pressure coefficient : p − p -Cp = ∞ Cp q∞ upper side lower side -1.0 Stagnation point: p=p t … p t-p∞=q ∞ => C p=1 4 Example 5.6 • The pressure on a point on the wing of an airplane is 7.58x10 4 N/m2. The airplane is flying with a velocity of 70 m/s at conditions associated with standard altitude of 2000m. Calculate the pressure coefficient at this point on the wing 4 2 3 2000 m: p ∞=7.95.10 N/m ρ∞=1.0066 kg/m − = p p ∞ = − C p Cp 1.50 q∞ 5 Obtaining lift from pressure distribution leading edge θ V∞ trailing edge s p ds dy θ dx = ds cos θ 6 Obtaining lift from pressure distribution TE TE Normal force per meter span: = θ − θ N ∫ pl cos ds ∫ pu cos ds LE LE c c θ = = − with ds cos dx N ∫ pl dx ∫ pu dx 0 0 NN Write dimensionless force coefficient : C = = n 1 ρ 2 2 Vc∞ qc ∞ 1 1 p − p x 1 p − p x x = l ∞ − u ∞ C = ()C −C d Cn d d n ∫ pl pu ∫ q c ∫ q c 0 ∞ 0 ∞ 0 c 7 T=Lsin α - Dcosα N=Lcos α + Dsinα L R N α T D V α = angle of attack 8 Obtaining lift from normal force coefficient =α − α =α − α L Ncos T sin cl c ncos c t sin L N T =cosα − sin α qc∞ qc ∞ qc ∞ For small angle of attack α≤5o : cos α ≈ 1, sin α ≈ 0 1 1 C≈() CCdx − () l∫ pl p u c 0 9 Example 5.11 Consider an airfoil with chord length c and the running distance x measured along the chord. -
Activities on Dynamic Pressure
Activities on Dynamic Pressure Sari Saxholm Madrid and Tres Cantos, Spain 15 – 18 May 2017 Dynamic Measurements • Dynamic measurements are widely performed as a part of process control, manufacturing, product testing, research and development activities • Measurements of dynamic pressure have especially a key role in several demanding applications, e.g., in automotive, marine and turbine engines • However, if the sensors are calibrated with static techniques the sensor behavior and reliability of measurement results cannot be ensured in dynamically changing conditions • To guarantee the reliability of results there is the need of traceable methods for dynamic characterization of sensors 2 11th EURAMET General Assembly - 15 - 18 May 2017 EMRP IND09 Dynamic • This EMRP Project (Traceable dynamic measurement of mechanical quantities) was an unique opportunity to develop a new field of metrology • The aim was to develop devices and methods to provide traceability for dynamic measurements of the mechanical quantities force, torque, and pressure • Measurement standards were successfully developed for dynamic pressures for limited range Development work has continued after this EMRP Project: because the awareness of dynamic measurements, and challenges related with the traceability issues, has increased. 3 11th EURAMET General Assembly - 15 - 18 May 2017 Industry Needs • To cover, e.g., the motor industry measurement range better • To investigate the effects of pressure pulse frequency and shape • To investigate the effects of measuring media -
A New Dynamic Pressure Source for the Calibration of Pressure Transducers
NBS Pubii - cations eferenc© sssfc in NBS TECHNICAL NOTE 914 *J *^AU Of U.S. DEPARTMENT OF COMMERCE/ National Bureau of Standards NATIONAL BUREAU OF STANDARDS 1 The National Bureau of Standards was established by an act of Congress March 3, 1901. The Bureau's overall goal is to strengthen and advance the Nation's science and technology and facilitate their effective application for public benefit. To this end, the Bureau conducts research and provides: (1) a basis for the Nation's physical measurement system, (2) scientific and technological services for industry and government, (3) a technical basis for equity in trade, and (4) technical services to promote public safety. The Bureau consists of the Institute for Basic Standards, the Institute for Materials Research, the Institute for Applied Technology, the Institute for Computer Sciences and Technology, and the Office for Information Programs. THE INSTITUTE FOR BASIC STANDARDS provides the central basis within the United States of a complete and consistent system of physical measurement; coordinates that system with measurement systems of other nations; and furnishes essential services leading to accurate and uniform physical measurements throughout the Nation's scientific community, industry, and commerce. The Institute consists of the Office of Measurement Services, the Office of Radiation Measurement and the following Center and divisions: Applied Mathematics — Electricity — Mechanics — Heat — Optical Physics — Center for Radiation Research: Nuclear Sciences; Applied Radiation — Laboratory Astrophysics 2 2 " 2 — Cryogenics — Electromagnetics — Time and Frequency . THE INSTITUTE FOR MATERIALS RESEARCH conducts materials research leading to improved methods of measurement, standards, and data on the properties of well-characterized materials needed by industry, commerce, educational institutions, and Government; provides advisory and research services to other Government agencies; and develops, produces, and distributes standard reference materials. -
Dimensions and Units English Units of Measurement Units of Weight
English units of measurement Today: A system of weights and measures used in a few nations, the only major industrial one Chapter 6 continued: being the United States. It actually consists of Dimensions and Units two related systems—the U.S. Customary System of units, used in the United States and dependencies, and the British Imperial System. Units of Weight The pound (lb) is the basic unit of weight (which is proportional to mass) (how?). Within the English units of measurement there are three different systems of weights. In the avoirdupois system, the most widely used of Question: the three, the pound is divided into 16 ounces (oz) and the ounce into 16 drams. The ton, used Is there a problem? to measure large masses, is equal to 2,000 lb (short ton) or 2,240 lb (long ton). In Great Britain the stone, equal to 14 lb, is also used. “weight is proportional to mass.” Answer: You need to be aware of Force = Mass* Acceleration the law governing that proportionality: Newton’s Law Acceleration is NOT a constant, mass is. Force = Mass* Acceleration Even on earth, g = 9.81 m/s2 is NOT constant, but varies with latitude and Question: elevation. Is there a problem? “weight is proportional to mass.” “weight is proportional to mass.” 1 Another problem arises from the A mass is NEVER a “weight”. common intermingling of the terms “mass” and “weight”, as in: Force = Mass* Acceleration “How much does a pound of mass weigh?” Or: “If you don’t know whether it’s pound- “Weight” = Force mass or pound-weight, simply say pounds.” “Weight” = Force Forces in SI Units …because on earth all masses are 2 exposed to gravity. -
Scramjet Inlets
Scramjet Inlets Professor Michael K. Smart Chair of Hypersonic Propulsion Centre for Hypersonics The University of Queensland Brisbane 4072 AUSTRALIA [email protected] ABSTRACT The supersonic combustion ramjet, or scramjet, is the engine cycle most suitable for sustained hypersonic flight in the atmosphere. This article describes some challenges in the design of the inlet or intake of these hypersonic air-breathing engines. Scramjet inlets are a critical component and their design has important effects on the overall performance of the engine. The role of the inlet is first described, followed by a description of inlet types and some past examples. Recommendations on the level of compression needed in scramjets are then made, followed by a design example of a three-dimensional scramjet inlet for use in an access-to-space system that must operate between Mach 6 and 12. NOMENCLATURE A area (m2) x axial distance (m) Cf skin friction coefficient φ equivalence ratio D diameter (m); Drag (N) ϑ constant in mixing curve fst stoichiometric ratio ηc combustion efficiency F stream thrust (N) ηKE kinetic energy efficiency Fadd additive drag (N) ηKE_AD adiabatic kinetic energy efficiency Fun uninstalled thrust (N) ηo overall scramjet efficiency h enthalpy (289K basis) (J/kg) ηn nozzle efficiency h heat of combustion (J/kg of fuel) pr H total enthalpy (298K basis) (J/kg) t Subscript L length (m) c cowl m mass capture ratio c comb combustor m& mass flow rate (kg/s) f fuel M Mach number in inflow P pressure (Pa) out outflow Q heat loss (kJ) q dynamic pressure (Pa) isol isolator T temperature (K); thrust (N) n,N nozzle u,V velocity (m/s) SEP separation RTO-EN-AVT-185 9 - 1 Scramjet Inlets 1.0 INTRODUCTION The desire for hypersonic flight within the atmosphere has motivated multiple generations of aerodynamicists, scientists and engineers. -
Fluid Mechanics Policy Planning and Learning
Science and Reactor Fundamentals – Fluid Mechanics Policy Planning and Learning Fluid Mechanics Science and Reactor Fundamentals – Fluid Mechanics Policy Planning and Learning TABLE OF CONTENTS 1 OBJECTIVES ................................................................................... 1 1.1 BASIC DEFINITIONS .................................................................... 1 1.2 PRESSURE ................................................................................... 1 1.3 FLOW.......................................................................................... 1 1.4 ENERGY IN A FLOWING FLUID .................................................... 1 1.5 OTHER PHENOMENA................................................................... 2 1.6 TWO PHASE FLOW...................................................................... 2 1.7 FLOW INDUCED VIBRATION........................................................ 2 2 BASIC DEFINITIONS..................................................................... 3 2.1 INTRODUCTION ........................................................................... 3 2.2 PRESSURE ................................................................................... 3 2.3 DENSITY ..................................................................................... 4 2.4 VISCOSITY .................................................................................. 4 3 PRESSURE........................................................................................ 6 3.1 PRESSURE SCALES ..................................................................... -
Improving the Downwind Sail Design Process by Means of a Novel FSI Approach
Journal of Marine Science and Engineering Article Improving the Downwind Sail Design Process by Means of a Novel FSI Approach Antonino Cirello 1, Tommaso Ingrassia 1,*, Antonio Mancuso 1, Vincenzo Nigrelli 1 and Davide Tumino 2 1 Dipartimento di Ingegneria, Università degli Studi di Palermo, Viale delle Scienze, 90127 Palermo, Italy; [email protected] (A.C.); [email protected] (A.M.); [email protected] (V.N.) 2 Facoltà di Ingegneria e Architettura, Università degli Studi di Enna Kore, Cittadella Universitaria, 94100 Enna, Italy; [email protected] * Correspondence: [email protected] Abstract: The process of designing a sail can be a challenging task because of the difficulties in predicting the real aerodynamic performance. This is especially true in the case of downwind sails, where the evaluation of the real shapes and aerodynamic forces can be very complex because of turbulent and detached flows and the high-deformable behavior of structures. Of course, numerical methods are very useful and reliable tools to investigate sail performances, and their use, also as a result of the exponential growth of computational resources at a very low cost, is spreading more and more, even in not highly competitive fields. This paper presents a new methodology to support sail designers in evaluating and optimizing downwind sail performance and manufacturing. A new weakly coupled fluid–structure interaction (FSI) procedure has been developed to study downwind sails. The proposed method is parametric and automated and allows for investigating multiple kinds of sails under different sailing conditions. The study of a gennaker of a small sailing yacht is Citation: Cirello, A.; Ingrassia, T.; presented as a case study. -
Fluids Lab 1 – Lecture Notes
Fluids Lab 1 – Lecture Notes 1. Bernoulli Equation 2. Pitot-Static Tube 3. Airspeed Measurement 4. Pressure Nondimensionalization References: Anderson 3.2-3.5, Denker 3.4 ( http://www.av8n.com/how/ ) Bernoulli Equation Definition For every point s along a streamline in frictionless flow with constant density ρ, the local speed V (s)= |V~ | and local pressure p(s) are related by the Bernoulli Equation 1 p + ρV 2 = p (1) 2 o This po is a constant for all points along the streamline, even though p and V may vary. This is illustrated in the plot of p(s) and po(s) along a streamline near a wing, for instance. 1ρ 2 2 V po p s s Standard terminology is as follows. p = static pressure 1 ρV 2 = dynamic pressure 2 po = stagnation pressure, or total pressure Also, a commonly-used shorthand for the dynamic pressure is 1 2 q ≡ ρV 2 so we can also write the Bernoulli equation in the following compact form. p + q = po 1 Uniform Upstream Flow Case Many practical flow situations have uniform flow somewhere upstream, with V~ (x, y, z)= V~∞ and p(x, y, z) = p∞ at every upstream point. This uniform flow can be either at rest with V~∞ ≃ 0 (as in a reservoir), or be moving with uniform velocity V~∞ =6 0 (as in a upstream wind tunnel section), as shown in the figure. V(x,y,z) V(x,y,z) p(x,y,z) p(x,y,z) V = 0 V = const. p = const. p = const.