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An overview is given of compressible Navier Stokes codes and up-wind solvers. Code validation efforts, inlet analysis requirements, and computational fluid dynamics modeling uncertainties are covered. Information is given in viewgraph form.
The RPLUS2D code, capable of calculating high speed reacting flows, was adopted to design a compressible shear layer facility. In order to create reacting shear layers at high convective Mach numbers, hot air streams at supersonic speeds, rendered by converging-diverging nozzles, must be provided. A finite rate chemistry model is used to simulate the nozzle flows. Results are compared with one-dimensional solutions at chemical equilibrium. Additionally, a two equation turbulence model with compressibility effects was successfully incorporated with the RPLUS code. The model was applied to simulate a supersonic shear layer. Preliminary results show favorable comparisons with the experimental data.
The present research is aimed at developing analytical procedures for predicting the performance and stability characteristics of chemical propulsion engines. Specific emphasis is being placed on understanding the physical and chemical processes in the small engines that are used for applications such as spacecraft attitude control and drag make-up. The small thrust sizes of these engines lead to low nozzle Reynolds numbers with thick boundary layers which may even meet at the nozzle centerline. For this reason, the classical high Reynolds number procedures that are commonly used in the industry are inaccurate and of questionable utility for design. A complete analysis capability for the combined viscous and inviscid regions as well as for the subsonic, transonic, and supersonic portions of the flowfield is necessary to estimate performance levels and to enable tradeoff studies during design procedures.
A three-dimensional parabolized Navier-Stokes (PNS) code has been used to calculate the supersonic overpressures from three different geometries at near- and mid-flow fields. Wind-tunnel data is used for code validation. Comparison of the computed results with different grid refinements is shown in this paper. It is observed that a large number of grid points is needed to resolve the tail shock/expansion fan interaction. Therefore, an adaptive grid approach is employed to calculate the flow field. The agreement between the numerical results and the wind-tunnel data confirms that computational fluid dynamics can be applied to the problem of sonic boom prediction.
A closed-loop overlapped velocity coupling procedure has been utilized to combine a two-dimensional potential-flow panel code and a Navier-Stokes code. The fully coupled two-zone code (ZAP2D) has been used to compute the flow past a NACA 0012 airfoil at Mach numbers ranging from 0.3 to 0.84 near the two-dimensional airfoil C(lmax) point for a Reynolds number of 3 million. For these cases, the grid domain size can be reduced to 3 chord lengths with less than 3-percent loss in accuracy for freestream Mach numbers through 0.8. Earlier validation work with ZAP2D has demonstrated a reduction in the required Navier-Stokes computation time by a factor of 4 for subsonic Mach numbers. For this more challenging condition of high lift and Mach number, the saving in CPU time is reduced to a factor of 2.
A three-dimensional Navier-Stokes code is used in conjunction with a linear compressible stability analysis code to develop a numerical procedure for prediction of laminar flow transition. The procedure is applied to a modified F-16XL fighter with a laminar flow control glove at supersonic speed. Details of boundary layer stability analysis indicate that, computationally, laminar flow could be realized on the highly swept wing in the absence of the leading edge attachment-line contamination. Effects of the three-dimensionality of the flow were shown to be important in the boundary layer stability analysis. The numerically predicted surface pressures compare favorably with the flight test data.
The RPLUS2D code, capable of calculating high speed reacting flows, has been adopted to design a compressible shear layer facility. In order to create reacting shear layers at high convective Mach numbers, hot air streams at supersonic speeds, render by converging-diverging nozzles, must be provided. A finite rate chemistry model is used to simulate the nozzle flows. Results are compared with one-dimensional, chemically equilibrium solutions. Additionally, a two equation turbulence model with compressibility effects has been successfully incorporated with the RPLUS code. The model has been applied to simulate a supersonic shear layer. Preliminary results show favorable comparisons with the experimental data.
Flow fields about a generic fighter model have been computed using FLO57, a three-dimensional, finite-volume Euler code. Computed pressure coefficients, forces, and moments at several Mach numbers - 0.6, 0.8, 1.2, 1.4, and 1.6 - are compared with wind tunnel data over a wide range of angles of attack in order to determine the applicability of the code for the analysis of fighter configurations. Two configurations were studied, a wing/body and a wing/body/chine. FLO57 predicted pressure distributions, forces, and moments well at low angles of attack, at which the flow was fully attached. The FLO57 predictions were also accurate for some test conditions once the leading-edge vortex became well established. At the subsonic speeds, FLO57 predicted vortex breakdown earlier than that seen in the experimental results. Placing the chine on the forebody delayed the onset of bursting and improved the correlation between numerical and experimental data at the subsonic conditions.
The full Navier-Stokes solver, RPLUS, has been used to compute the flow field of a ramjet engine in the low supersonic operating regime. Computations have been made for the case where hydrogen is transversely injected and ignited using nine species and eighteen reactions to model the combustion process. The flow fields for two methods of hydrogen injection have been computed and compared to the available experimental data. The purpose of these computations was to assess the mixing effectiveness of the injected hydrogen with the primary supersonic stream. Results indicate significant ignition delay resulting from the poor mixing dynamics in the combustor section.
The Rich-burn/Quick-mix/Lean-burn (RQL) combustor has the potential of significantly reducing NO(x) emissions in combustion chambers of High Speed Civil Transport aircraft. Previous work on RQL combustors for industrial applications suggested the benefit of necking down the mixing section. A 3-D numerical investigation was performed to study the effects of neckdown on NO(x) emissions and to develop a correlation for optimum mixing designs in terms of neckdown area ratio. The results of the study showed that jet mixing in reduced flow areas does not enhance mixing, but does decrease residence time at high flame temperatures, thus reducing NO(x) formation. By necking down the mixing flow area by 4, a potential NO(x) reduction of 16:1 is possible for annual combustors. However, there is a penalty that accompanies the mixing neckdown: reduced pressure drop across the combustor swirler. At conventional combustor loading parameters, the pressure drop penalty does not appear to be excessive.
The computation of airflow over complex configurations requires a complete description of the geometry. This can be obtained from CAD data, from blueprints, or from actual models. In any case, the time required is currently estimated at 4 to 6 months. It is proposed to shorten this time by a factor of 10 to 100 through the use of automated software, a fast, highly parallel computer and a three-dimensional laser digitizer. This device can provide (x,y,z) coordinates of surface points at rates exceeding 14,500/sec. Thus, it is possible to digitize an entire model in a few minutes. The accuracy of measurement on a flat white surface is better than 0.005 inches. Higher accuracy is available at higher cost. This work discusses the challenges which remain to be addressed. In particular, the surface point data need to be converted into a surface description, the surface description needs to be made into a surface grid, and the surface grid used to make a volume grid for the flow solver. Algorithms are kept in place or in mind for all of these problems. Integration of the more mature flow solution and visualization algorithms then allows generation of solution graphics directly from a wind tunnel model.
The transitional flight characteristics of a geometrically simplified STOVL aircraft configuration were measured in the NASA Ames 7- by 10-Foot Wind Tunnel. The experiment is the first in a sequence of tests designed to provide detailed data for evaluating the capability of computational fluid dynamics methods to predict the important flow parameters for powered lift. The model consists of a 60-deg delta wing planform with two circular high-pressure air jets located in a blended fuselage. The measured flows have a maximum freestream Mach number of 0.2. The flow is sonic and at ambient temperature in both jets. The data presented include forces and moments measured using an internal balance, pressures measured at the 281 surface pressure ports, and jet pressures and temperatures. Measurements of the flow are also made in the tunnel test section upstream and downstream of the model and at the jet exists to provide boundary conditions for the planned computations.
Renewed interest in hypersonic airbreathing flight has resulted in heavy reliance on computational fluid dynamics for all aspects of aerodynamic and scramjet component modeling. Credible numerical performance predictions require calibration to unit type flowfields. This paper presents results of one such calibration to nonreacting simulated scramjet nozzle flowfields. The experimental test program was performed on a static thrust stand. Computed results are in excellent agreement with measured wall pressure, pitot pressure profiles, and thrust. Agreement with thrust is shown to be within the reported accuracy of the experimental measurements.
Fundamental equations of aerodynamic sensitivity analysis and approximate analysis for the two dimensional thin layer Navier-Stokes equations are reviewed, and special boundary condition considerations necessary to apply these equations to isolated lifting airfoils on 'C' and 'O' meshes are discussed in detail. An efficient strategy which is based on the finite element method and an elastic membrane representation of the computational domain is successfully tested, which circumvents the costly 'brute force' method of obtaining grid sensitivity derivatives, and is also useful in mesh regeneration. The issue of turbulence modeling is addressed in a preliminary study. Aerodynamic shape sensitivity derivatives are efficiently calculated, and their accuracy is validated on two viscous test problems, including: (1) internal flow through a double throat nozzle, and (2) external flow over a NACA 4-digit airfoil. An automated aerodynamic design optimization strategy is outlined which includes the use of a design optimization program, an aerodynamic flow analysis code, an aerodynamic sensitivity and approximate analysis code, and a mesh regeneration and grid sensitivity analysis code. Application of the optimization methodology to the two test problems in each case resulted in a new design having a significantly improved performance in the aerodynamic response of interest.
The computer code (EMTAC-MZ) was applied to investigate the flow field over a variety of very complex three-dimensional (3-D) configurations across the Mach number range (subsonic, transonic, supersonic, and hypersonic flow). In the code, a finite volume, multizone implementation of high accuracy, total variation diminishing (TVD) formulation (based on Roe's scheme) is used to solve the unsteady Euler equations. In the supersonic regions of the flow, an infinitely large time step and a space-marching scheme is employed. A finite time step and a relaxation or 3-D approximate factorization method is used in subsonic flow regions. The multizone technique allows very complicated configurations to be modeled without geometry modifications, and can easily handle combined internal and external flow problems. An elliptic grid generation package is built into the EMTAC-MZ code. To generate the computational grid, only the surface geometry data are required. Results obtained for a variety of configurations, such as fighter-like configurations (F-14, AVSTOL), flow through inlet, multi-bodies (shuttle with external tank and SRBs), are reported and shown to be in good agreement with available experimental data.
A number of typical problems faced by the aerodynamicist in using computational fluid dynamics are presented to illustrate the need for a geometry programming language. The overall requirements for such a language are illustrated by examples from the Boeing Aero Grid and Paneling System (AGPS). Some of the problems in building such a system are also reviewed along with suggestions as to what to look for when evaluating new software problems.
Video animation is becoming increasingly vital to the computational fluid dynamics researcher, not just for presentation, but for recording and comparing dynamic visualizations that are beyond the current capabilities of even the most powerful graphic workstation. To meet these needs, Lewis Research Center has recently established a facility to provide users with easy access to advanced video animation capabilities. However, producing animation that is both visually effective and scientifically accurate involves various technological and aesthetic considerations that must be understood both by the researcher and those supporting the visualization process. These considerations include: scan conversion, color conversion, and spatial ambiguities.
An in-house developed proprietary advanced computational fluid dynamics code called SHARP (Trademark) is a primary tool for many flow simulations and design analyses. The SHARP code is a time dependent, two dimensional (2-D) axisymmetric numerical solution technique for the compressible Navier-Stokes equations. The solution technique in SHARP uses a vectorizable implicit, second order accurate in time and space, finite volume scheme based on an upwind flux-difference splitting of a Roe-type approximated Riemann solver, Van Leer's flux vector splitting, and a fourth order artificial dissipation scheme with a preconditioning to accelerate the flow solution. Turbulence is simulated by an algebraic model, and ultimately the kappa-epsilon model. Some other capabilities of the code are 2-D two-phase Lagrangian particle tracking and cell blockages. Extensive development and testing has been conducted on the 3-D version of the code with flow, combustion, and turbulence interactions. The emphasis here is on the specific applications of SHARP in Solid Rocket Motor design. Information is given in viewgraph form.