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Brazilian 14-Xs Hypersonic Unpowered Scramjet Aerospace Vehicle
ISSN 2176-5480 22nd International Congress of Mechanical Engineering (COBEM 2013) November 3-7, 2013, Ribeirão Preto, SP, Brazil Copyright © 2013 by ABCM BRAZILIAN 14-X S HYPERSONIC UNPOWERED SCRAMJET AEROSPACE VEHICLE STRUCTURAL ANALYSIS AT MACH NUMBER 7 Álvaro Francisco Santos Pivetta Universidade do Vale do Paraíba/UNIVAP, Campus Urbanova Av. Shishima Hifumi, no 2911 Urbanova CEP. 12244-000 São José dos Campos, SP - Brasil [email protected] David Romanelli Pinto ETEP Faculdades, Av. Barão do Rio Branco, no 882 Jardim Esplanada CEP. 12.242-800 São José dos Campos, SP, Brasil [email protected] Giannino Ponchio Camillo Instituto de Estudos Avançados/IEAv - Trevo Coronel Aviador José Alberto Albano do Amarante, nº1 Putim CEP. 12.228-001 São José dos Campos, SP - Brasil. [email protected] Felipe Jean da Costa Instituto Tecnológico de Aeronáutica/ITA - Praça Marechal Eduardo Gomes, nº 50 Vila das Acácias CEP. 12.228-900 São José dos Campos, SP - Brasil [email protected] Paulo Gilberto de Paula Toro Instituto de Estudos Avançados/IEAv - Trevo Coronel Aviador José Alberto Albano do Amarante, nº1 Putim CEP. 12.228-001 São José dos Campos, SP - Brasil. [email protected] Abstract. The Brazilian VHA 14-X S is a technological demonstrator of a hypersonic airbreathing propulsion system based on supersonic combustion (scramjet) to fly at Earth’s atmosphere at 30km altitude at Mach number 7, designed at the Prof. Henry T. Nagamatsu Laboratory of Aerothermodynamics and Hypersonics, at the Institute for Advanced Studies. Basically, scramjet is a fully integrated airbreathing aeronautical engine that uses the oblique/conical shock waves generated during the hypersonic flight, to promote compression and deceleration of freestream atmospheric air at the inlet of the scramjet. -
No Acoustical Change” for Propeller-Driven Small Airplanes and Commuter Category Airplanes
4/15/03 AC 36-4C Appendix 4 Appendix 4 EQUIVALENT PROCEDURES AND DEMONSTRATING "NO ACOUSTICAL CHANGE” FOR PROPELLER-DRIVEN SMALL AIRPLANES AND COMMUTER CATEGORY AIRPLANES 1. Equivalent Procedures Equivalent Procedures, as referred to in this AC, are aircraft measurement, flight test, analytical or evaluation methods that differ from the methods specified in the text of part 36 Appendices A and B, but yield essentially the same noise levels. Equivalent procedures must be approved by the FAA. Equivalent procedures provide some flexibility for the applicant in conducting noise certification, and may be approved for the convenience of an applicant in conducting measurements that are not strictly in accordance with the 14 CFR part 36 procedures, or when a departure from the specifics of part 36 is necessitated by field conditions. The FAA’s Office of Environment and Energy (AEE) must approve all new equivalent procedures. Subsequent use of previously approved equivalent procedures such as flight intercept typically do not need FAA approval. 2. Acoustical Changes An acoustical change in the type design of an airplane is defined in 14 CFR section 21.93(b) as any voluntary change in the type design of an airplane which may increase its noise level; note that a change in design that decreases its noise level is not an acoustical change in terms of the rule. This definition in section 21.93(b) differs from an earlier definition that applied to propeller-driven small airplanes certificated under 14 CFR part 36 Appendix F. In the earlier definition, acoustical changes were restricted to (i) any change or removal of a muffler or other component of an exhaust system designed for noise control, or (ii) any change to an engine or propeller installation which would increase maximum continuous power or propeller tip speed. -
Turbulent-Prandtl-Number.Pdf
Atmospheric Research 216 (2019) 86–105 Contents lists available at ScienceDirect Atmospheric Research journal homepage: www.elsevier.com/locate/atmosres Invited review article Turbulent Prandtl number in the atmospheric boundary layer - where are we T now? ⁎ Dan Li Department of Earth and Environment, Boston University, Boston, MA 02215, USA ARTICLE INFO ABSTRACT Keywords: First-order turbulence closure schemes continue to be work-horse models for weather and climate simulations. Atmospheric boundary layer The turbulent Prandtl number, which represents the dissimilarity between turbulent transport of momentum and Cospectral budget model heat, is a key parameter in such schemes. This paper reviews recent advances in our understanding and modeling Thermal stratification of the turbulent Prandtl number in high-Reynolds number and thermally stratified atmospheric boundary layer Turbulent Prandtl number (ABL) flows. Multiple lines of evidence suggest that there are strong linkages between the mean flowproperties such as the turbulent Prandtl number in the atmospheric surface layer (ASL) and the energy spectra in the inertial subrange governed by the Kolmogorov theory. Such linkages are formalized by a recently developed cospectral budget model, which provides a unifying framework for the turbulent Prandtl number in the ASL. The model demonstrates that the stability-dependence of the turbulent Prandtl number can be essentially captured with only two phenomenological constants. The model further explains the stability- and scale-dependences -
Chapter 5 Dimensional Analysis and Similarity
Chapter 5 Dimensional Analysis and Similarity Motivation. In this chapter we discuss the planning, presentation, and interpretation of experimental data. We shall try to convince you that such data are best presented in dimensionless form. Experiments which might result in tables of output, or even mul- tiple volumes of tables, might be reduced to a single set of curves—or even a single curve—when suitably nondimensionalized. The technique for doing this is dimensional analysis. Chapter 3 presented gross control-volume balances of mass, momentum, and en- ergy which led to estimates of global parameters: mass flow, force, torque, total heat transfer. Chapter 4 presented infinitesimal balances which led to the basic partial dif- ferential equations of fluid flow and some particular solutions. These two chapters cov- ered analytical techniques, which are limited to fairly simple geometries and well- defined boundary conditions. Probably one-third of fluid-flow problems can be attacked in this analytical or theoretical manner. The other two-thirds of all fluid problems are too complex, both geometrically and physically, to be solved analytically. They must be tested by experiment. Their behav- ior is reported as experimental data. Such data are much more useful if they are ex- pressed in compact, economic form. Graphs are especially useful, since tabulated data cannot be absorbed, nor can the trends and rates of change be observed, by most en- gineering eyes. These are the motivations for dimensional analysis. The technique is traditional in fluid mechanics and is useful in all engineering and physical sciences, with notable uses also seen in the biological and social sciences. -
Cavitation Experimental Investigation of Cavitation Regimes in a Converging-Diverging Nozzle Willian Hogendoorn
Cavitation Experimental investigation of cavitation regimes in a converging-diverging nozzle Willian Hogendoorn Technische Universiteit Delft Draft Cavitation Experimental investigation of cavitation regimes in a converging-diverging nozzle by Willian Hogendoorn to obtain the degree of Master of Science at the Delft University of Technology, to be defended publicly on Wednesday May 3, 2017 at 14:00. Student number: 4223616 P&E report number: 2817 Project duration: September 6, 2016 – May 3, 2017 Thesis committee: Prof. dr. ir. C. Poelma, TU Delft, supervisor Prof. dr. ir. T. van Terwisga, MARIN Dr. R. Delfos, TU Delft MSc. S. Jahangir, TU Delft, daily supervisor An electronic version of this thesis is available at http://repository.tudelft.nl/. Contents Preface v Abstract vii Nomenclature ix 1 Introduction and outline 1 1.1 Introduction of main research themes . 1 1.2 Outline of report . 1 2 Literature study and theoretical background 3 2.1 Introduction to cavitation . 3 2.2 Relevant fluid parameters . 5 2.3 Current state of the art . 8 3 Experimental setup 13 3.1 Experimental apparatus . 13 3.2 Venturi. 15 3.3 Highspeed imaging . 16 3.4 Centrifugal pump . 17 4 Experimental procedure 19 4.1 Venturi calibration . 19 4.2 Camera settings . 21 4.3 Systematic data recording . 21 5 Data and data processing 23 5.1 Videodata . 23 5.2 LabView data . 28 6 Results and Discussion 29 6.1 Analysis of starting cloud cavitation shedding. 29 6.2 Flow blockage through cavity formation . 30 6.3 Cavity shedding frequency . 32 6.4 Cavitation dynamics . 34 6.5 Re-entrant jet dynamics . -
Analysis of Mass Transfer by Jet Impingement and Heat Transfer by Convection
Analysis of Mass Transfer by Jet Impingement and Study of Heat Transfer in a Trapezoidal Microchannel by Ejiro Stephen Ojada A thesis submitted in partial fulfillment of the requirements for the degree of Master of Science in Mechanical Engineering Department of Mechanical Engineering University of South Florida Major Professor: Muhammad M. Rahman, Ph.D. Frank Pyrtle, III, Ph.D. Rasim Guldiken, Ph.D. Date of Approval: November 5, 2009 Keywords: Fully-Confined Fluid, Sherwood number, Rotating Disk, Gadolinium, Heat Sink ©Copyright 2009, Ejiro Stephen Ojada i TABLE OF CONTENTS LIST OF FIGURES ii LIST OF SYMBOLS v ABSTRACT viii CHAPTER 1: INTRODUCTION AND LITERATURE REVIEW 1 1.1 Introduction (Mass Transfer by Jet Impingement ) 1 1.2 Literature Review (Mass Transfer by Jet Impingement) 2 1.3 Introduction (Heat Transfer in a Microchannel) 7 1.4 Literature Review (Heat Transfer in a Microchannel) 8 CHAPTER 2: ANALYSIS OF MASS TRANSFER BY JET IMPINGEMENT 15 2.1 Mathematical Model 15 2.2 Numerical Simulation 19 2.3 Results and Discussion 21 CHAPTER 3: ANALYSIS OF HEAT TRANSFER IN A TRAPEZOIDAL MICROCHANNEL 42 3.1 Modeling and Simulation 42 3.2 Results and Discussion 48 CHAPTER 4: CONCLUSION 65 REFERENCES 67 APPENDICES 79 Appendix A: FIDAP Code for Analysis of Mass Transfer by Jet Impingement 80 Appendix B: FIDAP Code for Fluid Flow and Heat Transfer in a Composite Trapezoidal Microchannel 86 i LIST OF FIGURES Figure 2.1a Confined liquid jet impingement between a rotating disk and an impingement plate, two-dimensional schematic. 18 Figure 2.1b Confined liquid jet impingement between a rotating disk and an impingement plate, three-dimensional schematic. -
A Novel Full-Euler Low Mach Number IMEX Splitting 1 Introduction
Commun. Comput. Phys. Vol. 27, No. 1, pp. 292-320 doi: 10.4208/cicp.OA-2018-0270 January 2020 A Novel Full-Euler Low Mach Number IMEX Splitting 1, 2 2,3 1 Jonas Zeifang ∗, Jochen Sch ¨utz , Klaus Kaiser , Andrea Beck , Maria Luk´aˇcov´a-Medvid’ov´a4 and Sebastian Noelle3 1 IAG, Universit¨at Stuttgart, Pfaffenwaldring 21, DE-70569 Stuttgart, Germany. 2 Faculty of Sciences, Hasselt University, Agoralaan Gebouw D, BE-3590 Diepenbeek, Belgium. 3 IGPM, RWTH Aachen University, Templergraben 55, DE-52062 Aachen, Germany. 4 Institut f¨ur Mathematik, Johannes Gutenberg-Universit¨at Mainz, Staudingerweg 9, DE-55128 Mainz, Germany. Received 15 October 2018; Accepted (in revised version) 23 January 2019 Abstract. In this paper, we introduce an extension of a splitting method for singularly perturbed equations, the so-called RS-IMEX splitting [Kaiser et al., Journal of Scientific Computing, 70(3), 1390–1407], to deal with the fully compressible Euler equations. The straightforward application of the splitting yields sub-equations that are, due to the occurrence of complex eigenvalues, not hyperbolic. A modification, slightly changing the convective flux, is introduced that overcomes this issue. It is shown that the split- ting gives rise to a discretization that respects the low-Mach number limit of the Euler equations; numerical results using finite volume and discontinuous Galerkin schemes show the potential of the discretization. AMS subject classifications: 35L81, 65M08, 65M60, 76M45 Key words: Euler equations, low-Mach, IMEX Runge-Kutta, RS-IMEX. 1 Introduction The modeling of many processes in fluid dynamics requires the solution of the com- pressible Euler equations. -
Turbulence, Entropy and Dynamics
TURBULENCE, ENTROPY AND DYNAMICS Lecture Notes, UPC 2014 Jose M. Redondo Contents 1 Turbulence 1 1.1 Features ................................................ 2 1.2 Examples of turbulence ........................................ 3 1.3 Heat and momentum transfer ..................................... 4 1.4 Kolmogorov’s theory of 1941 ..................................... 4 1.5 See also ................................................ 6 1.6 References and notes ......................................... 6 1.7 Further reading ............................................ 7 1.7.1 General ............................................ 7 1.7.2 Original scientific research papers and classic monographs .................. 7 1.8 External links ............................................. 7 2 Turbulence modeling 8 2.1 Closure problem ............................................ 8 2.2 Eddy viscosity ............................................. 8 2.3 Prandtl’s mixing-length concept .................................... 8 2.4 Smagorinsky model for the sub-grid scale eddy viscosity ....................... 8 2.5 Spalart–Allmaras, k–ε and k–ω models ................................ 9 2.6 Common models ........................................... 9 2.7 References ............................................... 9 2.7.1 Notes ............................................. 9 2.7.2 Other ............................................. 9 3 Reynolds stress equation model 10 3.1 Production term ............................................ 10 3.2 Pressure-strain interactions -
Compressible Flow in a Converging-Diverging Nozzle
Compressible Flow in a Converging-Diverging Nozzle Prepared by Professor J. M. Cimbala, Penn State University Latest revision: 19 January 2012 Nomenclature Symbols a speed of sound: a = (kRT)1/2 for an ideal gas A cross-sectional flow area A* critical cross-sectional flow area, at throat when the flow is choked Cp specific heat at constant pressure Cv specific heat at constant volume k ratio of specific heats: k = Cp/Cv (k = 1.4 for air) m mass flow rate through the pipe Ma Mach number: Ma = V/a n index of refraction P static pressure Q or V volume flow rate R specific ideal gas constant: for air, R = 287. m2/(s2K) t time T temperature V mean flow velocity V volume x flow direction y coordinate normal to flow direction, usually normal to a wall z elevation in vertical direction deflection angle for a light beam density of the fluid (for water, 998 kg/m3 at room temperature) Subscripts b back (downstream of converging-diverging nozzle) e exit (at the exit plane of the converging-diverging nozzle) i ideal (frictionless) t throat 0 or T stagnation or total (at a location where the flow speed is nearly zero); e.g. P0 = stagnation pressure Educational Objectives 1. Conduct experiments to illustrate phenomena that are unique to compressible flow, such as choking and shock waves. 2. Become familiar with a compressible flow visualization technique, namely the schlieren optical technique. Equipment 1. supersonic wind tunnel with a converging-diverging nozzle 2. Singer diaphragm flow meter, Model A1-800 3. -
Huq, P. and E.J. Stewart, 2008. Measurements and Analysis of the Turbulent Schmidt Number in Density
GEOPHYSICAL RESEARCH LETTERS, VOL. 35, L23604, doi:10.1029/2008GL036056, 2008 Measurements and analysis of the turbulent Schmidt number in density stratified turbulence Pablo Huq1 and Edward J. Stewart2 Received 18 September 2008; revised 27 October 2008; accepted 3 November 2008; published 3 December 2008. [1] Results are reported of measurements of the turbulent where rw is the buoyancy flux, uw is the Reynolds shear Schmidt number Sct in a stably stratified water tunnel stress. The ratio Km/Kr is termed the turbulent Schmidt experiment. Sct values varied with two parameters: number Sct (rather than turbulent Prandtl number) as Richardson number, Ri, and ratio of time scales, T*, of salinity gradients in water are used for stratification in the eddy turnover and eddy advection from the source of experiments. Prescription of a functional dependence of Sct turbulence generation. For large values (T* 10) values on Ri = N2/S2 is a turbulence closure scheme [Kantha and of Sct approach those of neutral stratification (Sct 1). In Clayson, 2000]. Here the buoyancy frequency N is defined 2 contrast for small values (T* 1) values of Sct increase by the gradient of density r as N =(Àg/ro)(dr/dz), and g is with Ri. The variation of Sct with T* explains the large the gravitational acceleration. S =dU/dz is the velocity scatter of Sct values observed in atmospheric and oceanic shear. Analyses of field, lab and numerical (RANS, DNS data sets as a range of values of T* occur at any given Ri. and LES) data sets have led to the consensus that Sct The dependence of Sct values on advective processes increases with Ri [see Esau and Grachev, 2007, and upstream of the measurement location complicates the references therein]. -
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. -
7. Transonic Aerodynamics of Airfoils and Wings
W.H. Mason 7. Transonic Aerodynamics of Airfoils and Wings 7.1 Introduction Transonic flow occurs when there is mixed sub- and supersonic local flow in the same flowfield (typically with freestream Mach numbers from M = 0.6 or 0.7 to 1.2). Usually the supersonic region of the flow is terminated by a shock wave, allowing the flow to slow down to subsonic speeds. This complicates both computations and wind tunnel testing. It also means that there is very little analytic theory available for guidance in designing for transonic flow conditions. Importantly, not only is the outer inviscid portion of the flow governed by nonlinear flow equations, but the nonlinear flow features typically require that viscous effects be included immediately in the flowfield analysis for accurate design and analysis work. Note also that hypersonic vehicles with bow shocks necessarily have a region of subsonic flow behind the shock, so there is an element of transonic flow on those vehicles too. In the days of propeller airplanes the transonic flow limitations on the propeller mostly kept airplanes from flying fast enough to encounter transonic flow over the rest of the airplane. Here the propeller was moving much faster than the airplane, and adverse transonic aerodynamic problems appeared on the prop first, limiting the speed and thus transonic flow problems over the rest of the aircraft. However, WWII fighters could reach transonic speeds in a dive, and major problems often arose. One notable example was the Lockheed P-38 Lightning. Transonic effects prevented the airplane from readily recovering from dives, and during one flight test, Lockheed test pilot Ralph Virden had a fatal accident.