Heaving Airfoil Simulation

This post is about a 2D NACA 0012 heaving aerofoil. Heaving motion is achieved by changing the angle of attack on the aerofoil based on the Eqn. 1.

α_e = arctan[2*π*St_a*cos(2*π*f_h*t)]+ α_i               Eqn. 1

w.r.t. Eqn. 1, α_e is the effective angle of attack, St_a is Strouhal number, f_h is the heaving frequency.

The case S1 and H6 from [1] are compared in the animations below.

If you want to collaborate on the research projects related to turbomachinery, aerodynamics, renewable energy, please reach out. Thank you very much for reading.

References

[1] https://doi.org/10.1121/10.0001419

Hypersonic Flow over a Two Dimensional Heated Cylinder

     This post is about the simulation of hypersonic flow over a heated circular cylinder, in two dimensions.

     Equation 1 is used as a relationship between Mach and the Reynold number.

M= Re*μ*√(R*T) ÷ d*P*√γ     (1)

     w.r.t. equation 1, the parameters represent the following quantities.

     M     Freestream Mach number at 17.6
     Re    Reynolds number at 376,000
     μ     Dynamic viscosity at 1.329045e^-5 Ns.m^-2
     R     Specific gas constant at 286.9 J.(kg.K)^-1
     T     Freestream temperature 200 K
     d     Cylinder diameter at 5.6730225e^-4 m
     P     Freestream pressure at 101325 Pa
     γ     Specific heat ratio at 1.4
     Tw  Wall temperature of cylinder at 500 K
     Pr    Prandtl number at 0.736

     The boundary conditions were taken from [1]. A comparison with [1] is shown in Fig. 1. Inside Fig. 1, the red dotted line with circles represents the data from [1]. The black solid line represents the data from the present simulation. Within Fig. 1, 0° represents the stagnation point. The velocity, pressure, Mach number and temperature contours are shown in Fig. 2.

Fig. 1 A comparison with previous research [1].

Fig. 2, Top Row, L-R: Velocity and pressure contours. Bottom Row, L-R: Mach number and temperature contours.

The computational mesh and the computational domain with boundary conditions visible are shown in Fig. 3-4, respectively. The computational domain had a size of 20D x 20D. The mesh had 836,580 total cells and 944 cells were located at the solid fluid boundary. Several local mesh controls were employed to capture the shockwave properly.

Fig. 3, The computational mesh.

Fig. 4, The computational domain.

     The solution method is Finite Volume method. SIMPLE-R is the solver employed. Implicit central difference scheme for diffusion terms, second-order Upwind scheme for convective terms and first-order implicit for temporal terms are used. The mesh created uses the Cartesian mesh with Immersed Boundary method.

     Reference:

     [1] https://arc.aiaa.org/doi/10.2514/6.2004-2371 

     Thank you for reading. If you would like to collaborate on research projects, please reach out. I am looking for a PhD position, any guidance would be appreciated.

Flying Wing Design using Computational Fluid Dynamics (Verification and Validation)

     This post is about a transient simulation of the ONERA M-6 flying-wing aircraft with a cross-section of ONERA D airfoil, as shown in Fig. 1.

Fig. 1, The simulated geometry. 

     The mesh had 2,474,614 cells in total with 300,892 cells on the wing surface, as shown in Fig. 2. The computational domain is shown in Fig. 4. The computational domain walls are at a distance equal to ten times the wingspan.

Fig. 2, The computational mesh.

Fig. 3, The computational domain.

     The simulated conditions are taken from [1-4] i.e. a freestream Mach number of 0.8395 at 101,325 Pa and 293.2 K. The angle of attack is 3.06°.

     The lift force from the present numerical simulation is at 19,551.65 N as compared to the lift force of 20,438.53 N as determined by [1-4]. The numerically determined drag force from present simulation is 1,370.88 N as compared to 1,313.24 N, as determined by [1-4].

     The results of lift and drag force from the present simulation are within 4.35% and 4.2% of the results calculated by NASA [4] and [1-3]. Streamlines and pressure surface plot around the aircraft surface are shown in Fig. 4.

Fig. 4, Results.

References

[1] Le Moigne, "A Discrete Navier-Stokes Adjoint Method for Aerodynamic Optimization of Blended Wing-Body, Configurations", PhD thesis, Cranfield University, United Kingdom, 2002.

[2] J. Lee, C. S. Kim, C. Kim, O. H. Rho, and K. D. Lee, "Parallelized Design Optimization for Transonic Wings using Aerodynamic Sensitivity Analysis", AIAA Paper 2002-0264, 2002.

[3] E. J. Neilsen and W. K. Anderson, "Recent Improvements in Aerodynamic Design Optimization on Unstructured Meshes", AIAA Paper 2001-0596, 2001.

[4] 3D ONERA M6 Wing Validation, https://turbmodels.larc.nasa.gov/onerawingnumerics_val_sa.html.

     Thank you for reading. If you would like to collaborate on research projects, please reach out.

Automotive Computational Fluid Dynamics (CFD) Analysis

     This post is about the numerical analysis of an Ahmed body. It was a new experience because of the area between the car's floor and the road which is different from most of the numerical analysis performed in open channel aeronautics and turbo-machinery.

     The numerical analysis was performed using the commercial software, SolidWorks Flow Simulation. The software employs κ − ε turbulence model with damping functions, SIMPLE-R (modified), as the numerical algorithm and second-order upwind and central approximations as the spatial discretization schemes for the convective fluxes and diffusive terms. The time derivatives are approximated with an implicit first-order Euler scheme. Flow simulation solves the Navier–Stokes equations, which are formulations of mass, momentum, and energy conservation laws for fluid flows. To predict turbulent flows, the Favre-averaged Navier–Stokes equations are used.

     The software generates Cartesian mesh using immersed boundary method. The mesh had a cell size of 0.035 m in the far field regions within the computational domain. A fine mesh was need between the road the the car's floor to make sure the interaction of the car's floor with the road was captured accurately. Therefore the mesh between the car's floor and the road was refined to have a cell size of 0.00875 m. Another mesh control was applied around the body to refine the mesh with a cells size of 0.0175 m to capture the trailing vortices. The resulting mesh had 209,580 total cells, among those cells, 31,783 cells were at the solid fluid boundary. The computational domain size was ~1L x 1.12L x 3L where L being the vehicle's length. The computational domain along with the computational mesh is shown in Fig. 1.

Fig. 1 Mesh, computational domain and the boundary conditions.

     The red arrows within the Fig. 1 represents the inlet boundary condition of ambient (free-stream) velocity and the blue arrows represent the outlet boundary condition of the ambient pressure. The green arrows represents the co-ordinates axes direction.

     The results from the numerical analysis were compared with [1-3]. The results are within 10% of the experimental results. The velocity (superimposed by the velocity streamlines) and pressure profiles around the car body at various free-stream velocities is shown in Fig. 2.

Fig. 3 Velocity and pressure plots. From the top, Row 1, L-R; ambient velocity of 30 and 40 m/s. Row 2, L-R; ambient velocity of 60 and 80 m/s. Row 3, ambient velocity of 105 m/s.

     It was a good experience learning about automotive CFD after spending a long time in aeronautic/turbo-machinery CFD. Thank you for reading. Please share my work. If you would like to collaborate on a project please reach out.

[1] F.J.Bello-Millán, T.Mäkelä, L.Parras, C.delPino, C.Ferrera, "Experimental study on Ahmed's body drag coefficient for different yaw angles", Journal of Wind Engineering and Industrial Aerodynamics, Volume 157, October 2016, Pages 140-144.

[2] Guilmineau E., Deng G.B., Queutey P., Visonneau M. (2018) Assessment of Hybrid LES Formulations for Flow Simulation Around the Ahmed Body. In: Deville M. et al. (eds) Turbulence and Interactions. TI 2015. Notes on Numerical Fluid Mechanics and Multidisciplinary Design, vol 135. Springer, Cham.

[3] A. Thacker, S.Aubrun, A.Leroy, P.Devinant, "Effects of suppressing the 3D separation on the rear slant on the flow structures around an Ahmed body", Journal of Wind Engineering and Industrial Aerodynamics, Volumes 107–108, August–September 2012, Pages 237-243.