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Nonequilibrium inviscid flow about arbitrarily shaped body with detached shock waves, using method with time derivative and bypassing boundary conditions
The classical mechanics results for free precession which are needed in order to calculate the weak field, slow-motion, quadrupole-moment gravitational waves are reviewed. Within that formalism, algorithms are given for computing the exact gravitational power radiated and waveforms produced by arbitrary rigid-body freely-precessing sources. The dominant terms are presented in series expansions of the waveforms for the case of an almost spherical object precessing with a small wobble angle. These series expansions, which retain the precise frequency dependence of the waves, may be useful for gravitational astronomers when freely-precessing sources begin to be observed.
An axially symmetric, torque-free rigid body, rotating and precessing, emits gravitational quadrupole radiation at two frequencies, omega and 2 omega, corresponding to the l = 2, m = 1,2 spherical harmonics. The paper presents explicitly the waveforms of the two polarizations at both frequencies. From observations of gravitational waves, one can derive information about the body's orientation and its precession amplitude. Electromagnetic radiation emitted by a spot fixed on the surface of the body arrives in pulses at a mean frequency Omega which is typically different from omega. If the body is not axially symmetric but the amplitude of the precession is small, the gravitational radiation at the lower frequency omega is split into two frequencies on either side of the electromagnetic pulse frequency. Explicit waveforms for the two polarizations in this case are also presented.
A rigid, freely precessing Newtonian body emits gravitational radiation. In this paper the classical-mechanics results for free precession which are needed in order to calculate the weak-field slow-motion quadrupole-moment gravitational waves are reviewed. Within that formalism, algorithms for computing the exact gravitational power radiated and waveforms produced by arbitrary rigid-body freely precessing source are given. Also presented are the dominant terms in series expansions of the waveforms for the case of an almost-spherical object precessing with a small wobble angle. These series expansions, which retain the precise frequency dependence of the waves, may be useful for gravitational astronomers when freely precessing sources begin to be observed.
Time-dependant method for calculating supersonic blunt body flow fields with sharp corners and embedded shock waves
As part of an effort to improve emissions, noise, and performance of next generation aircraft, it is expected that future aircraft will use distributed, multi-objective control effectors in a closed-loop flight control system. Correlation challenges associated with parameter estimation will arise with this expected aircraft configuration. The research presented in this paper focuses on addressing the correlation problem with an appropriate input design technique in order to determine individual control surface effectiveness. This technique was validated through flight-testing an 8.5-percent-scale hybrid-wing-body aircraft demonstrator at the NASA Dryden Flight Research Center (Edwards, California). An input design technique that uses mutually orthogonal square wave inputs for de-correlation of control surfaces is proposed. Flight-test results are compared with prior flight-test results for a different maneuver style.
The Reference Model (RM) project developed six marine energy converter concepts using a sequential design methodology, which, while widely adopted in the industry, often overlooks interactions between system components, resulting in suboptimal designs. One such example is the Reference Model 3 (RM3), a two-body point absorber wave energy converter (WEC). An assessment using the Technology Performance Level (TPL) revealed that RM3’s low power-to-cost ratio, partly due to expensive steel construction, limits its techno-economic performance. Here, this study aims to redesign RM3 by reducing its scale and employing control co-design to integrate WEC and Power Take-Off (PTO) dynamics, constraints, and cost considerations within an optimization framework. We demonstrate the limitations of RM3’s current PTO design and explore the benefits of scaling down to enhance techno-economic viability by lowering material costs. Using WecOptTool, we conduct a parameter sweep over gear ratios and spring stiffnesses for various Commercial Off-The-Shelf generators in irregular wave conditions. Our findings emphasize the importance of aligning PTO components with WEC dynamics, showing that control co-design and strategic scaling can improve RM3’s power-to-cost ratio. This study presents a transferable example of applied control co-design for other WECs, supporting early-stage developers in their design decisions.
A diamond wing and body combination was designed to have an area distribution which would result in near optimum zero-lift wave-drag coefficients at a Mach number of 1.00, and decreasing wave-drag coefficient with increasing Mach number up to near sonic leading-edge conditions for the wing. The airfoil section were computed by varying their shape along with the body radii (blending process) to match the selected area distribution and the given plan form. The exposed wing section had an average maximum thickness of about 3 percent of the local chords, and the maximum thickness of the center-line chord was 5.49 percent. The wing had an aspect ratio of 2 and a leading-edge sweep of 45 deg. Test data were obtained throughout the Mach number range from 0.20 to 3.50 at Reynolds numbers based on the mean aerodynamic chord of roughly 6,000,000 to 9,000,000. The zero-lift wave-drag coefficients of the diamond model satisfied the design objectives and were equal to the low values for the Mach number 1.00 equivalent body up to the limit of the transonic tests. From the peak drag coefficient near M = 1.00 there was a gradual decrease in wave-drag coefficient up to M = 1.20. Above sonic leading-edge conditions of the wing there was a rise in the wave-drag coefficient which was attributed in part to the body contouring as well as to the wing geometry. The diamond model had good lift characteristics, in spite of the prediction from low-aspect-ratio theory that the rear half of the diamond wing would carry little lift. The experimental lift-curve slope obtained at supersonic speeds were equal to or greater than the values predicted by linear theory. Similarly the other basic aerodynamic parameters, aerodynamic center position, and maximum lift-drag ratios were satisfactorily predicted at supersonic speeds.
A method and apparatus for attenuating acoustic waves is provided. A lattice is formed with a plurality of support struts. A plurality of resonating struts are formed extending between the support struts, wherein the resonating struts are configured to attenuate acoustic waves within a predetermined range of frequencies while allowing acoustic waves outside the predetermined range of frequencies to pass through the resonant structure unattenuated. The resonant structure is interposed between two bodies to isolate one body from acoustic waves from the other body over the predetermined range of frequencies.
The theory of the normal modes of the earth is investigated and used to build synthetic seismograms in order to solve source and structural problems. A study is made of the physical properties of spheroidal modes leading to a rational classification. Two problems addressed are the observability of deep isotropic seismic sources and the investigation of the physical properties of the earth in the neighborhood of the Core-Mantle boundary, using SH waves diffracted at the core's surface. Data sets of seismic body and surface waves are used in a search for possible deep lateral heterogeneities in the mantle. In both cases, it is found that seismic data do not require structural differences between oceans and continents to extend deeper than 250 km. In general, differences between oceans and continents are found to be on the same order of magnitude as the intrinsic lateral heterogeneity in the oceanic plate brought about by the aging of the oceanic lithosphere.
Wave and skin-friction drag have been numerically calculated for a series of power-law bodies at a Mach number of 6 and Reynolds numbers, based on body length, from 1.5 million to 9.5 million. Pressure distributions were computed on the nose by the inverse method and on the body by the method of characteristics. These pressure distributions and the measured locations of boundary-layer transition were used in a nonsimilar-boundary-layer program to determine viscous effects. A coupled iterative approach between the boundary-layer and pressure-distribution programs was used to account for boundary-layer displacement-thickness effects. The calculated-drag coefficients compared well with previously obtained experimental data.
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Wedge diffraction and creeping wave theory for computing radiation patterns from slots on cylindrical bodies
Wedge diffraction and creeping wave theory for computing radiation patterns of slots on cylindrical bodies
The effects of changing indentation design Mach number on the aerodynamic characteristics of a 45 deg. sweptback-wing-body combination designed for high performance have been investigated at Mach numbers from 0.80 to 1.13 in the Langley 8-foot transonic tunnel and at a Mach number of 1.43 in the Langley 8-foot transonic pressure tunnel. The Reynolds number of the investigation covered the range from approximately 2.5 x 10 (exp 6) to approximately 3.0 x 10(exp 6) based on the mean aerodynamic chord of the wing. The 45 deg. sweptback wing with camber and a thickened root was tested at 0 deg. angle of incidence on an unindented body and on bodies indented for Mach numbers M of 1.0, 1.2, and 1.4. Transonic and supersonic area rules were used in the design of the indented bodies. Theoretical zero-lift wave drag was calculated for these wing-body combinations. A -2 deg. angle of incidence of the wing, and M = 1.4 revised body indentation, and fixed transition also were investigated. Experimental values of zero-lift wave drag for the indented-body combinations followed closely the area-rule concept in that the lowest zero-lift wave-drag coefficient was obtained at or near the Mach number for which the body of the combination was designed. Theoretical values of zero-lift wave drag were considered to be in good agreement with the experimental results. At a given supersonic Mach number the highest values of maximum lift-drag ratio for the various combinations also were obtained at or near the Mach number for which the body of the combination was designed. At Mach numbers of 1.0, 1.2, and 1.43, the maximum lift-drag ratios were 15.3, 13.0, and 9.2, respectively. The use of an angle of incidence of -2 deg. for the wing in combination with the M = 1.2 body increased the zero-lift wave drag and decreased the maximum lift-drag ratio. All configurations maintained stable characteristics up to the highest lift coefficient of the investigation (C(L) approx. equal to 0.5).
Pitot pressure distributions of the flow field of a 0.0075-scale model of a typical delta wing shuttle orbiter are presented. Results are given for the windward and leeward sides on centerline in the angle-of-attack plane from wind tunnel tests conducted in air. Distributions are shown for three axial stations X/L = .35, .60, and .98 and for angles of attack from 0 to 60 deg. The tests were made at a Mach number of 7.4 and for Reynolds numbers based on body length from 1,500,000 to 9,000,000. The windward distributions at the two survey stations forward of the body boat tail demonstrate the compressive aspects of the flow from the shock wave to the body. Conversely, the distributions at the aft station display an expansion of the flow that is attributed to body boat tail. On the lee side, results are given at low angles of attack that illustrate the complicating aspects of the canopy on the flow field, while results are given to show the effects of flow separation at high angles of attack.
Supersonic flow past a blunt body is considered, where the flow contains an embedded subsonic region which lies between the shock wave and the body surface and is bounded by sonic lines from the body to the shock. A numerical approach is taken, which uses a basic finite difference scheme that solves the unsteady fluid dynamic equations in integral form. The unsteady equations are everywhere hyperbolic in time so no distinction need be made between subsonic and supersonic regions. Solutions to the mixed elliptic and hyperbolic steady flow equations are approached asymptotically in time. The method is illustrated for two-dimensional flows.
An experimental investigation of the interaction between streamwise discrete vortices and oblique shocks formed over a two-dimensional wedge surface was conducted in a Mach 3 blowdown wind tunnel. An instrumented two-dimensional wedge was placed downstream of a semiispan wing so that the trailing tip vortex would arbitrarily interact with the shock wave formed over the wedge surface. The experiments were designed to simulate interaction of streamwise vortices from upstream bodies with shock waves formed over aft surfaces as might be encountered in supersonic flight of aircraft and missiles. The influence of vortex strength and vortex-airfoil vertical separation distance on the interaction was examined.