Mathematical Modelling of a Rotating Nonlinear Flexible Beam-Like Wing

2014 ◽  
Vol 706 ◽  
pp. 93-99 ◽  
Author(s):  
André Fenili ◽  
Cayo Prado Fernandes Francisco ◽  
Karl Peter Burr

The mathematical modelling of rotating nonlinear flexible beam-like wing with rectangular cross section is investigated here. The structure is mathematically modeled considering linear curvature and clamped-free boundary conditions. The flexible wing has an angle of attack which is considered constant. Nonlinearities resulting from the coupling between the angular velocity of the rotating axis and the transversal vibration of the beam are considered. A drag force and a lift force acting along the beam length are also included in the mathematical model. The drag force is modelled as a turbulent drag effect. The lift force is modeled as a generalized force, using the strip theory. These forces are velocity dependent nonlinear excitations acting on the bean-like wing.

2013 ◽  
Vol 284-287 ◽  
pp. 557-561
Author(s):  
Jie Li Fan ◽  
Wei Ping Huang

The two-degrees-of-freedom VIV of the circular cylinder with high mass-ratio is numerically simulated with the software ANSYS/CFX. The VIV characteristic is analyzed in the different conditions (Ur=3, 5, 6, 8, 10). When Ur is 5, 6, 8 and 10, the conclusion which is different from the cylinder with low mass-ratio can be obtained. When Ur is 3, the frequency of in-line VIV is twice of that of cross-flow VIV which is equal to the frequency ratio between drag force and lift force, and the in-line amplitude is much smaller than the cross-flow amplitude. The motion trace is the crescent. When Ur is 5 and 6, the frequency ratio between the drag force and lift force is still 2, but the main frequency of in-line VIV is mainly the same as that of cross-flow VIV and the secondary frequency of in-line VIV is equal to the frequency of the drag force. The in-line amplitude is still very small compared with the cross-flow amplitude. When Ur is up to 8 and 10, the frequency of in-line VIV is the same as the main frequency of cross-flow VIV which is close to the inherent frequency of the cylinder and is different from the frequency of drag force or lift force. But the secondary frequency of cross-flow VIV is equal to the frequency of the lift force. The amplitude ratio of the VIV between in-line and cross-flow direction is about 0.5. When Ur is 5, 6, 8 and 10, the motion trace is mainly the oval.


2016 ◽  
Vol 693 ◽  
pp. 837-842
Author(s):  
Fu Yi Xia ◽  
Li Ming Xu ◽  
De Jin Hu

A novel principle of cup wheel grinding of rotating concave quadric surface was proposed. The mathematical model of machining process was established to prove the feasibility of precision grinding of rotating concave paraboloid based on the introduced principle. The conditions of non-interference grinding of concave paraboloid were mathematically derived. The processing range and its influence factors were discussed. The trajectory equation of abrasive particle was concluded. Finally, the math expressions of numerical controlled parameters was put forward in the process of grinding of the concave paraboloid.


2018 ◽  
Vol 35 (6) ◽  
pp. 2386-2402 ◽  
Author(s):  
Ming Liu ◽  
Shan Cao ◽  
Shuliang Cao

Purpose The modeling of interphase forces plays a significant role in the numerical simulation of gas–liquid flow in a rotodynamic multiphase pump, which deserves detailed study. Design/methodology/approach Numerical analysis is conducted to estimate the influence of interphase forces, including drag force, lift force, virtual mass force, wall lubrication force and turbulent dispersion force. Findings The results show that the magnitude of the interphase forces can be sorted by: drag force > virtual mass force > lift force > turbulent dispersion force > wall lubrication force. The relations between interphase forces and velocity difference of gas–liquid flow and also the interphase forces and gas volume fraction are revealed. The distribution characteristics of interphase forces in the passages from impeller inlet to diffuser outlet are illustrated and analyzed. According to the results, apart from the drag force, the virtual mass force, lift force and turbulent dispersion force are required, whereas wall lubrication force can be neglected for numerical simulation of gas–liquid flow in a rotodynamic multiphase pump. Compared with the conventional numerical method which considers drag force only, the relative errors of predicted pressure rise and efficiency based on the proposed numerical method in account of four major forces can be reduced by 4.95 per cent and 3.00 per cent, respectively. Originality value The numerical analysis reveals the magnitude and distribution of interphase forces inside multiphase pump, which is meaningful for the simulation and design of multiphase pump.


Author(s):  
Nobuhiko Kamagata ◽  
Susumu Horio ◽  
Koichi Hishida

The active flow control, which can adapt to variation of flow velocity and/or direction, is an effective technique to achieve drag reduction. The present study has investigated a separated shear layer and established two control systems; the system reduces drag force and lift force by controlling the separated shear layer to reattachment for variation of flow velocity and /or direction. The adaptive control system to the variation of flow velocity was constructed by using a hot wire anemometer as a sensor to detect flow separation. The system to flow direction was constructed by using pressure transducers as a sensor to estimate drag force and lift force. The extremum-seeking control was introduced as a controller of the both systems. It is indicated from the experimental results that adaptive drag/lift control system to various flow velocity ranging from 3 to 7 m/s and various flow direction ranging from 0 to 30 deg. was established.


1999 ◽  
Author(s):  
S. Park ◽  
J. W. Lee ◽  
Y. Youm ◽  
W. K. Chung

Abstract In this paper, the mathematical model of a Bernoulli-Euler cantilever beam fixed on a moving cart and carrying an intermediate lumped mass is derived. The equations of motion of the beam-mass-cart system is analyzed utilizing unconstrained modal analysis, and a unified frequency equation which can be generally applied to this kind of system is obtained. The change of natural frequencies and mode shapes with respect to the change of the mass ratios of the beam, the lumped mass and the cart and to the position of the lumped mass is investigated. The open-loop responses of the system by arbitrary forcing function are also obtained through numerical simulations.


2018 ◽  
Vol 226 ◽  
pp. 04028
Author(s):  
Alexander V. Pilipenko ◽  
Andrei A. Tashev ◽  
Nail K. Sharifov

In this paper, the authors produce a mathematical modelling of a piston pump, develop algorithms for the operation of a protection system, taking into account the results of mathematical modelling. The authors test the mathematical model on the operation of real equipment and analyze its accuracy.


2013 ◽  
Vol 561 ◽  
pp. 472-477 ◽  
Author(s):  
Dong Xing Du ◽  
Fa Hu Zhang ◽  
Dian Cai Geng ◽  
Ying Ge Li

Straight ducts capture some essential features of the motion of foam in porous media in petroleum industry. In this paper, Surface Evolver was employed to build the mathematical model to study the flow behavior of lamellas in the duct with different models. Numerical results show good agreement with experiments and some important features of lamella flow behavior in straight ducts are obtained. It is concluded that, the physical model with viscous force can adequately describe the flow characteristics of reality foam in the experiment. The actual pressure difference consists of the pressure difference caused by the curvature of the lamellas and the drag force on the boundary wall. Under the ideal condition of without drag force along the wall, the pressure drop for lamella flow in the duct is zero, and the shape and the velocity of the lamellas will maintain constant.


1977 ◽  
Vol 99 (4) ◽  
pp. 618-633 ◽  
Author(s):  
M. M. Zdravkovich

There are infinite numbers of possible arrangements of two parallel cylinders positioned at right angles to the approaching flow direction. Of the infinite arrangements, two distinct groups may be identified: in one group, the cylinders are in a tandem arrangement, one behind the other at any longitudinal spacing; and in the second group, the cylinders face the flow side by side at any transverse spacing. All other combinations of longitudinal and transverse spacings represent staggered arrangements. The tandem arrangement will be treated first. A critical survey of previous research revealed some “odd” features which had been observed and overlooked by various authors. The discontinuity of vortex shedding implies that a similar discontinuity should be expected for the drag force on both cylinders. The measurements of the front (gap) pressures of the downstream cylinder and the base pressures of both cylinders at various spacings reveal a discontinuous “jump” at some critical spacing. The discontinuity is caused by the abrupt change from one stable flow pattern to another at the critical spacing. A new interpretation is given for the existing data on the drag force for both cylinders. The effects of Reynolds number and surface roughness are treated in some detail. Following this, two cylinders arranged side by side to the approaching flow are considered. All the available data on measured forces are compiled together with additional measurements in the range of intermittent changes of drag and lift forces. The bistable nature of the asymmetric flow pattern around each cylinder produces two alternative values of the drag force coupled with two alternative values of the lift force. The introduction of the interference force coefficient exposes the physical origin of two different forces experienced by the cylinders when arranged side by side. Finally, the least reported arrangement of two staggered cylinders is reviewed. The various arrangements are grouped into classes according to the sign of the lift force, or whether the drag force is greater or less than that for a single cylinder. The measurements of drag and lift forces for various arrangements reveal two different regimes for the lift force. In one regime, the lift force directed toward the wake of the upstream cylinder is due to the entrainment of the flow into the fully developed wake of the upstream cylinder. The lift force in this regime reaches a maximum value when the downstream cylinder is near to the upstream wake boundary. In the second regime, at very small spacings, the lift force becomes very large due to an intense gap flow which displaces the wake of the upstream cylinder. The maximum lift force occurs with the downstream cylinder near to the horizontal axis of the upstream cylinder. A discontinuity in the lift force for some staggered arrangements is found and attributed to the bistable nature of the gap flow.


2018 ◽  
Vol 847 ◽  
pp. 786-820 ◽  
Author(s):  
Methma M. Rajamuni ◽  
Mark C. Thompson ◽  
Kerry Hourigan

The effects of transverse rotation on the vortex-induced vibration (VIV) of a sphere in a uniform flow are investigated numerically. The one degree-of-freedom sphere motion is constrained to the cross-stream direction, with the rotation axis orthogonal to flow and vibration directions. For the current simulations, the Reynolds number of the flow, $Re=UD/\unicode[STIX]{x1D708}$, and the mass ratio of the sphere, $m^{\ast }=\unicode[STIX]{x1D70C}_{s}/\unicode[STIX]{x1D70C}_{f}$, were fixed at 300 and 2.865, respectively, while the reduced velocity of the flow was varied over the range $3.5\leqslant U^{\ast }~(\equiv U/(f_{n}D))\leqslant 11$, where, $U$ is the upstream velocity of the flow, $D$ is the sphere diameter, $\unicode[STIX]{x1D708}$ is the fluid viscosity, $f_{n}$ is the system natural frequency and $\unicode[STIX]{x1D70C}_{s}$ and $\unicode[STIX]{x1D70C}_{f}$ are solid and fluid densities, respectively. The effect of sphere rotation on VIV was studied over a wide range of non-dimensional rotation rates: $0\leqslant \unicode[STIX]{x1D6FC}~(\equiv \unicode[STIX]{x1D714}D/(2U))\leqslant 2.5$, with $\unicode[STIX]{x1D714}$ the angular velocity. The flow satisfied the incompressible Navier–Stokes equations while the coupled sphere motion was modelled by a spring–mass–damper system, under zero damping. For zero rotation, the sphere oscillated symmetrically through its initial position with a maximum amplitude of approximately 0.4 diameters. Under forced rotation, it oscillated about a new time-mean position. Rotation also resulted in a decreased oscillation amplitude and a narrowed synchronisation range. VIV was suppressed completely for $\unicode[STIX]{x1D6FC}>1.3$. Within the $U^{\ast }$ synchronisation range for each rotation rate, the drag force coefficient increased while the lift force coefficient decreased from their respective pre-oscillatory values. The increment of the drag force coefficient and the decrement of the lift force coefficient reduced with increasing reduced velocity as well as with increasing rotation rate. In terms of wake dynamics, in the synchronisation range at zero rotation, two equal-strength trails of interlaced hairpin-type vortex loops were formed behind the sphere. Under rotation, the streamwise vorticity trail on the advancing side of the sphere became stronger than the trail in the retreating side, consistent with wake deflection due to the Magnus effect. This symmetry breaking appears to be associated with the reduction in the observed amplitude response and the narrowing of the synchronisation range. In terms of variation with Reynolds number, the sphere oscillation amplitude was found to increase over the range $Re\in [300,1200]$ at $U^{\ast }=6$ for each of $\unicode[STIX]{x1D6FC}=0.15$, 0.75 and 1.5. The VIV response depends strongly on Reynolds number, with predictions indicating that VIV will persist for higher rotation rates at higher Reynolds numbers.


Author(s):  
Il Doh ◽  
Il-Bum Kwon ◽  
Jiho Chang ◽  
Sejong Chun

Abstract A surface flow sensor is needed if turbulent drag force is to be measured over a vehicle, such as a car, a ship, and an airplane. In case of automobile industry, there are no automobile manufacturers which measure surface flow velocity over a car for wind tunnel testing. Instead, they rely on particle image velocimetry (PIV), pressure sensitive paint (PSP), laser Doppler anemometry (LDA), pitot tubes, and tufts to get information regarding the turbulent drag force. Surface flow sensors have not devised yet. This study aims at developing a surface flow sensor for measuring turbulent drag force over a rigid body in a wind tunnel. Two sensing schemes were designed for the fiber-optic distributed sensor and the thermal mass flow sensor. These concepts are introduced in this paper. As the first attempt, a thermal mass flow sensor has been fabricated. It was flush-mounted on the surface of a test section in the wind tunnel to measure the surface flow velocity. The thermal mass flow sensor was operated by either constant current or constant resistance modes. Resistance ratio was changed as the electric current was increased by the constant current mode, while power ratio was saturated as the resistance was increased by the constant resistance mode. Either the resistance ratio or the power ratio was changed with the flow velocity measured by a Pitot tube, located at the center of test section.


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