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Computational fluid dynamics simulations are performed as part of a process to design a vortex generator array for a two-dimensional inlet for Mach 1.6. The objective is to improve total pressure recovery a on at the engine face of the inlet. Both vane-type and ramp-type vortex generators are examined.
Vortex reconnections plays an important role in the turbulent flows associated with the superfluids. To understand the dynamics, we examine the reconnections of vortex rings in the superfluids of dilute atomic gases confined in trapping potentials using Gross-Petaevskii equation. Further more we study the reconnection dynamics of coreless vortex rings, where one of the species can act as a tracer.
In this paper we consider the effect of dynamical buoyancy (Parker) on the motion of stratified fluid vortex tubes. We find that the dynamical buoyancy force does not necessarily lead to a buoyant rise if there exists a flow field external to a tube. In particular, the vortex tubes presented in our previous work are shown to have a pressure force exactly canceling the buoyancy force so that they do not move vertically (i.e., parallel to gravity) at all. Moreover, we construct a more general class of vortex tubes and find that their vertical motion can be either up or down, depending on the detailed vorticity distribution, regardless of the fact that they are all dynamically buoyant. We find that the vertical motion is intimately related to the horizontal self-motion of stratified fluid vortex tubes. Finally, we note that the presence of dynamical buoyancy implies that steady state compressible flow solutions for isolated fluid regions in a gravitational field do not exist. These results may have relevance to astrophysical convection.
An aspect of airport terminal operations that holds potential for efficiency improvements is the separation criteria applied to aircraft for wake vortex avoidance. These criteria evolved to represent safe spacing under weather conditions conducive to the longest wake hazards, and are consequently overly conservative during a significant portion of operations. Under many ambient conditions, such as moderate crosswinds or turbulence, wake hazard durations are substantially reduced. To realize this reduction NASA has developed a proof-of-concept Aircraft Vortex Spacing System (AVOSS). Successfully operated in a real-time field demonstration during July 2000 at the Dallas Ft. Worth International Airport, AVOSS is a novel integration of weather sensors, wake sensors, and analytical wake prediction algorithms. Gains in airport throughput using AVOSS spacing as compared to the current criteria averaged 6%, with peak values approaching the theoretical maximum of 16%. The average throughput gain translates to 15-40% reductions in delay when applied to realistic capacity ratios at major airports.
This paper presents validations of a novel rotorcraft analysis that coupled Computational Fluid Dynamics (CFD), Computational Structural Dynamics (CSD), and Particle Vortex Transport Method (PVTM) methodologies. The CSD with associated vehicle trim analysis is used to calculate blade deformations and trim parameters. The near body CFD analysis is employed to provide detailed near body flow field information which is used to obtain high-fidelity blade aerodynamic loadings. The far field wake dominated region is simulated using the PVTM analysis which provides accurate prediction of the evolution of the rotor wake released from the near body CFD domains. A loose coupling methodology between the CSD and CFD/PVTM modules are used with appropriate information exchange amongst the CSD/CFD/PVTM modules. The coupled CSD/CFD/PVTM methodology is used to simulate various rotorcraft flight conditions (i.e. hover, transition, and high speed flights), and the results are compared with several sets of experimental data. For the hover condition, the results are compared with hover data for the HART II rotor tested at DLR Institute of Flight Systems, Germany. For the forward flight conditions, the results are validated with the UH-60A flight test data.
Abstract As risks from tropical cyclones (TCs) are fueled by climate change escalation, there is an urgent need for transformational solutions to complement traditional approaches. Seeding TCs using aerosols can be a promising method to reduce cyclone intensity, supported by theoretical understanding of the microphysical effects of aerosols on TC clouds. The ideal time to intervene effectively in TCs is likely during their initial stage, before TC wind speeds reach their peak. However, studies exploring potential aerosol effects on TC formation remain scarce. This study investigates how a TC embryo responds to the addition of aerosols of varying sizes using the Weather Research & Forecasting (WRF) model coupled with a spectral‐bin microphysics model. We found that aerosols of different sizes and concentrations distinctively affect the pre‐TC vortex's microstructure and dynamics. Fine and ultrafine aerosols enhance the latent heat of condensation, freezing, deposition, and riming, initially intensifying the vortex. However, this results in enhancement of the cold pool, thereby reducing inflow and surface fluxes, subsequently weakening the vortex. Coarse aerosols produce the opposite effect to that of fine and ultrafine aerosols. Coarse aerosols lead to a slower initial acceleration owing to enhanced warm rain. However, the resulting weaker cold pool is insufficient to effectively reduce the strength of the vortex at the later stage. This study provides critical insights into how aerosols of varying sizes and concentrations modulate the energy cascade and impact the evolution of a TC embryo, laying the groundwork for further research on TC risk management through aerosol intervention.
In the present study, quantitative feasibility tests of the hydrodynamic description of a two-dimensional fluid at the molecular level are performed, both with respect to length and time scales. Using high-resolution fluid velocity data obtained from extensive molecular dynamics simulations, we computed the transverse and longitudinal components of the velocity field by the Helmholtz decomposition and compared them with those obtained from the linearized Navier-Stokes (LNS) equations with time-dependent transport coefficients. By investigating the vortex dynamics and the sound wave propagation in terms of these field components, we confirm the validity of the LNS description for times comparable to or larger than several mean collision times. The LNS description still reproduces the transverse velocity field accurately at smaller times, but it fails to predict characteristic patterns of molecular origin visible in the longitudinal velocity field. Based on these observations, we validate the main assumptions of the mode-coupling approach. The assumption that the velocity autocorrelation function can be expressed in terms of the fluid velocity field and the tagged particle distribution is found to be remarkably accurate even for times comparable to or smaller than the mean collision time. This suggests that the hydrodynamic-mode description remains valid down to the molecular scale.
Experimental results and analysis of the effects of boundary layer tripping on dynamic stall of a transiently pitching airfoil are presented. At low Mach numbers, the tripped airfoil exhibits qualitative similarity with the behavior of the untripped airfoil. However, the local supersonic flow at Mach numbers greater than 0.3 is significantly modified by the trip leading to vastly different shock/boundary layer interactions, dynamic stall onset and vortex formation angles. The formation of the laminar separation bubble is found to have a favorable influence in delaying dynamic stall on the untripped airfoil flow. In both Mach number regimes, the tripped flow actually stalls at slightly lower angles of attack. Further experimentation with three trips on an oscillating airfoil showed that the dynamic stall process is very sensitive to the state of the turbulence in the boundary layer. This sensitivity points to a need for finer turbulence modeling techniques for use in dynamic stall computations.
Direct analysis of spacecraft observations of stratospheric ozone yields information about the morphology of annual austral depletion. Visual correlation of ozone with other atmospheric data illustrates the diurnal dynamics of the polar vortex and contributions from the upper troposphere, including the formation and breakup of the depletion region each spring. These data require care in their presentation to minimize the introduction of visualization artifacts that are erroneously interpreted as data features. Non geographically registered data of differing mesh structures can be visually correlated via cartographic warping of base geometries without interpolation. Because this approach is independent of the realization technique, it provides a framework for experimenting with many visualization strategies. This methodology preserves the fidelity of the original data sets in a coordinate system suitable for three-dimensional, dynamic examination of atmospheric phenomena.
An experimental investigation of a tip vortex from a NACA0012 airfoil is conducted in a low-speed wind tunnel at a chord Reynolds number of 4x10(exp 4). Initially, data for a stationary airfoil held at various angles-of-attack (alpha) are gathered. Detailed surveys are done for two cases: alpha=10 deg with attached flow and alpha=25 deg with massive flow separation on the upper surface. Distributions of various properties are obtained using hot-wire anemometry. Data include mean velocity, streamwise vorticity and turbulent stresses at various streamwise locations. For all cases, the vortex core is seen to involve a mean velocity deficit. The deficit apparently traces to the airfoil wake, part of which gets wrapped by the tip vortex. At small alpha, the vortex is laminar within the measurement domain. The strength of the vortex increases with increasing alpha but undergoes a sudden drop around alpha (is) greater than 16 deg. The drop in peak vorticity level is accompanied by transition and a sharp rise in turbulence within the core. Data are also acquired with the airfoil pitched sinusoidally. All oscillation cases pertain to a mean alpha=15 deg while the amplitude and frequency are varied. An example of phase-averaged data for an amplitude of +/-10 deg and a reduced frequency of k=0.2 is discussed. All results are compared with available data from the literature shedding further light on the complex dynamics of the tip vortex.
Ranque–Hilsch vortex tubes are often utilized to produce cooling when a compressed air source is readily available. In comparison with traditional cooling technologies, vortex-tube devices are much simpler, since they do not have moving parts. However, their thermal efficiencies are also lower, so they are used primarily for industrial spot cooling. Several options to modify and improve vortex tube performance exist. While a lot of previous research efforts addressed optimization of the inlet and outlet components, the main tube variations have not been thoroughly explored beyond simple tapered tubes. In this paper we numerically investigate augmenting vortex tubes with cyclonic-type extensions of the vortex chambers. The computational fluid dynamics software STAR-CCM+ was utilized to simulate a typical counter-flow vortex tube operating with air. The numerical approach was validated via comparison to experimental studies available in the literature. A reasonably efficient high-capacity vortex tube design was parametrically analyzed. This setup and its several modifications were numerically modeled under selected external conditions. The configuration with an intermediate-size vortex chamber extension demonstrated the highest performance among the studied setups. This variant of the vortex tube was also predicted to perform better than the original system by about 15% in a range of cold-flow fractions.
For this research, Co films and micron sized disks were grown on top of piezoelectric PMN-PT(011) and Cu/PMN-PT(001) substrates and investigated by the Magneto-Optic Kerr Effect and Photoemission Electron Microscopy. By applying an electric field in the surface normal direction, we find that the strain of the ferroelectric PMN-PT(011) substrate induces an in-plane uniaxial magnetic anisotropy in the Co overlayer. Under specific conditions, the Co magnetic vortex could be switched between clockwise and counter-clockwise circulations. The variations of the Co vortex switching were attributed to the variations of the ferroelectric domains under the Co disks. Lastly, we speculate that the switching of the magnetic vortex circulation is a dynamical process which may involve pulses of appropriate magnitude and duration of the uniaxial magnetic anisotropy delivered to the magnetic vortex.
The AGARD Fluid Dynamics Panel sponsored this symposium to provide an update review of the aerodynamic effects of separation-induced vortex flows on the design and off-design performance of fighter aircraft. A better understanding is needed to predict and control these vortex flows throughout the flight envelope at subsonic, transonic, and supersonic speeds, and especially during high lift operations for take-offs, landings, and sustained and instantaneous maneuvers. Topics of interest included vortex development and burst, modeling and validation of the full range of analytic methods, slender-body vortex flows at high angles of attack, vortex control and management, and unsteady vortex flow effects. In addition to the symposium papers, the results of the round table discussion are presented.
The effect of wing leading-edge roundness on wing rock was investigated using flow visualization in a water tunnel. Eighty degree delta wing models were tested on free-to-roll and forced oscillation rigs. The onset of wing rock was delayed by increasing the roundness of the leading edges. The wing rock amplitude and frequency results suggested that damping was increased at lower angles of attack but reduced at higher angles of attack. Vortex lift-off and vortex breakdown, especially during dynamic situations, were strongly affected by the leading edge roundness. Different forms of wing rock motion could be sustained by combinations of vortex breakdown and vortex lift-off. Behaviors of the wing and vortex motions were explained by the influence of leading edge roundness on the separation location, vortex trajectory, and vortex breakdown.
The aerodynamic phenomena associated with high angles of attack and their effects on the dynamic stability characteristics of airplane and missile configurations are examined. Information on dynamic effects is limited. Steady flow phenomena and their effects on the forces and moments are reviewed. The effects of asymmetric vortices and of vortex bursting on the dynamic response of flight vehicles are reviewed with respect to their influence on: (1) nonlinearity of aerodynamic coefficients with attitude, rates, and accelerations; (2) cross coupling between longitudinal and lateral directional models of motion; (3) time dependence and hysteresis effects; (4) configuration dependencey; and (5) mathematical modeling of the aerodynamics.
We study magnetic flux dynamic effects in a superconducting bridge with thin soft magnetic stripes placed either on top or under the bridge. Voltage-current (VI) measurements reveal that the edges of magnetic stripes oriented transvers or along the bridge introduce channels or barriers for vortex motion, resulting in the decrease or increase of the critical current, respectively. We demonstrate a remarkable self-healing effect whereby the magnetic pinning strength for the longitudinal stripes increases with current. The self-field of the current polarizes the magnetic stripes along their width, which enhances the stray fields at their edges and creates a dynamic vortex pinning landscape to impede vortex flow. Our results highlight new strategies to engineer adaptive pinning topologies in superconducting-ferromagnetic hybrids.
Cross-flow turbine blades operate in an unsteady environment over large ranges of angle of attack and Reynolds number, often enduring dynamic stall. The hydrodynamics are further complicated because the circular orbit of the blades changes their effective curvature. In order to address these technical challenges with modeling cross-flow turbines, here this article presents a novel dynamic stall model with flow curvature correction. The dynamic stall model extends Beddoes-Leishman dynamic stall theory, including several effects such as proper asymptotic behavior at large (~90°) angles of attack, influence of reduced-pitch rate on the stall angle, dynamics of the flow separation point, and changes in effective camber due to flow curvature. Further, the model enables rapid hydrodynamic analysis of cross-flow turbines using free vortex methods. Important design parameters such as blade thickness and camber are explicitly accounted for in the model, which enables parametric study of turbine configurations and therefore makes the model useful for system-level turbine optimization. Numerical predictions are validated by experimental data for several cases, including ranges of blade profile, toe angle, solidity, and tip speed ratio.
Aerodynamicists and biologists have long recognized the benefits of formation flight. When birds or aircraft fly in the upwash region of the vortex generated by leaders in a formation, induced drag is reduced for the trail bird or aircraft, and efficiency improves. The major consequence of this is that fuel consumption can be greatly reduced. When two aircraft are separated by a large enough longitudinal distance, the aircraft are said to be flying in a cooperative trajectory. A simulation has been developed to model autonomous cooperative trajectories of aircraft; however it does not provide any 3D representation of the multi-body system dynamics. The topic of this research is the development of an accurate visualization of the multi-body system observable in a 3D environment. This visualization includes two aircraft (lead and trail), a landscape for a static reference, and simplified models of the vortex dynamics and trajectories at several locations between the aircraft.