A Study of Water Surface Deformation Due to Tip Vortices Wing-in-Ground Effect

2007 ◽  
Vol 51 (02) ◽  
pp. 182-186
Author(s):  
Tracie J. Barber
Keyword(s):  
Water Surface ◽  
Surface Deformation ◽  
Three Dimensional ◽  
Ground Effect ◽  
Aerodynamic Performance ◽  
The Body ◽  
Vehicle Design ◽  
Two Dimensional ◽  
Tip Vortices ◽  
Wing Tip

The accurate prediction of ground effect aerodynamics is an important aspect of wing-in-ground (WIG) effect vehicle design. When WIG vehicles operate over water, the deformation of the nonrigid surface beneath the body may affect the aerodynamic performance of the craft. The likely surface deformation has been considered from a theoretical and numerical position. Both two-dimensional and three-dimensional cases have been considered, and results show that any deformation occurring on the water surface is likely to be caused by the wing tip vortices rather than an increased pressure distribution beneath the wing.

Two- and Three-Dimensional Simulations of the Flow Around a Cylinder Fitted With Strakes

2012 ◽  
Author(s):  
Bruno S. Carmo ◽  
Rafael S. Gioria ◽  
Ivan Korkischko ◽  
Cesar M. Freire ◽  
Julio R. Meneghini
Keyword(s):  
Reynolds Number ◽  
Vortex Shedding ◽  
Free Stream ◽  
Three Dimensional ◽  
The Body ◽  
Vortex Wake ◽  
Two Dimensional ◽  
Flow Around A Cylinder ◽  
Three Dimensional Simulations ◽  
Angle Of Rotation

Two- and three-dimensional simulations of the flow around straked cylinders are presented. For the two-dimensional simulations we used the Spectral/hp Element Method, and carried out simulations for five different angles of rotation of the cylinder with respect to the free stream. Fixed and elastically-mounted cylinders were tested, and the Reynolds number was kept constant and equal to 150. The results were compared to those obtained from the simulation of the flow around a bare cylinder under the same conditions. We observed that the two-dimensional strakes are not effective in suppressing the vibration of the cylinders, but also noticed that the responses were completely different even with a slight change in the angle of rotation of the body. The three-dimensional results showed that there are two mechanisms of suppression: the main one is the decrease in the vortex shedding correlation along the span, whilst a secondary one is the vortex wake formation farther downstream.

THREE‐DIMENSIONAL INDUCED POLARIZATION AND ELECTROMAGNETIC MODELING

Geophysics ◽  
1975 ◽  
Vol 40 (2) ◽  
pp. 309-324 ◽  
Author(s):  
Gerald W. Hohmann
Keyword(s):  
Integral Equation ◽  
Green's Functions ◽  
Green’S Functions ◽  
Three Dimensional ◽  
Induced Polarization ◽  
The Body ◽  
Scale Model ◽  
Two Dimensional ◽  
Electromagnetic Modeling ◽  
The Earth

The induced polarization (IP) and electromagnetic (EM) responses of a three‐dimensional body in the earth can be calculated using an integral equation solution. The problem is formulated by replacing the body by a volume of polarization or scattering current. The integral equation is reduced to a matrix equation, which is solved numerically for the electric field in the body. Then the electric and magnetic fields outside the inhomogeneity can be found by integrating the appropriate dyadic Green’s functions over the scattering current. Because half‐space Green’s functions are used, it is only necessary to solve for scattering currents in the body—not throughout the earth. Numerical results for a number of practical cases show, for example, that for moderate conductivity contrasts the dipole‐dipole IP response of a body five units in strike length approximates that of a two‐dimensional body. Moving an IP line off the center of a body produces an effect similar to that of increasing the depth. IP response varies significantly with conductivity contrast; the peak response occurs at higher contrasts for two‐dimensional bodies than for bodies of limited length. Very conductive bodies can produce negative IP response due to EM induction. An electrically polarizable body produces a small magnetic field, so that it is possible to measure IP with a sensitive magnetometer. Calculations show that horizontal loop EM response is enhanced when the background resistivity in the earth is reduced, thus confirming scale model results.

scholarly journals The Biomechanics of Erections: Modeling the Penis as a One-Comparment Pressurized Vessel vs. Modeling it as a Two-Compartments Pressurized Vessel

2009 ◽  
Vol 3 (2) ◽  
Author(s):  
A. Mohamed ◽  
A. Erdman ◽  
G. Timm
Keyword(s):  
Structural Integrity ◽  
Tunica Albuginea ◽  
Three Dimensional ◽  
The Body ◽  
Physical Models ◽  
Von Mises Stress ◽  
Two Dimensional ◽  
Biomechanical Models ◽  
Significant Difference ◽  
The One

Previous biomechanical models of the penis that have attempted to simulate penile erections have either been limited to two-dimensional geometry, simplified three-dimensional geometry or made inaccurate assumptions altogether. Most models designed the shaft of the penis as a one-compartment pressurized vessel fixed at one end, when in reality it is a two-compartments pressurized vessel, in which the compartments diverge as they enter the body and are fixed at two separate points. This study began by designing simplified two-dimensional and three-dimensional models of the erect penis using Finite Element Analysis (FEA) methods with varying anatomical considerations for analyzing structural stresses, axial buckling and lateral deformation. The study then validated the results by building physical models replicating the computer models. Finally a more complex and anatomically accurate model of the penis was designed and analyzed. There was a significant difference in the peak von-Mises stress distribution between the one-compartment pressurized vessel and the more anatomically correct two-compartments pressurized vessel. Furthermore, the two-compartments diverging pressurized vessel was found to have more structural integrity when subject to external lateral forces than the one-compartment pressurized vessel. This study suggests that Mother Nature has favored an anatomy of two corporal cavernosal bodies separated by a perforated septum as opposed to one corporal body, due to better structural integrity of the tunica albuginea when subject to external forces.

Application of a Boundary Element Method for Wave-Body Interaction Problems Considering the Non-Linear Water Surface

2017 ◽  
Author(s):  
Daniel Ferreira González ◽  
Jonas Bechthold ◽  
Moustafa Abdel-Maksoud
Keyword(s):  
Water Surface ◽  
Three Dimensional ◽  
Free Water ◽  
Numerical Approach ◽  
Panel Method ◽  
The Body ◽  
Time Step ◽  
Non Linear ◽  
Wigley Hull ◽  
Tank Test

In this paper an existing time domain panel method, which was originally developed for propeller flow simulations, is extended by implementing the mixed Eulerian-Lagrangian approach for the computation of the non-linear free water surface. The three-dimensional panel method uses a constant source and doublet density distribution on each panel and a Dirichlet boundary condition to solve the velocity potential in every time step. Additionally, a formulation for the acceleration potential is included in order to determine the hydrodynamic forces accurately. The paper gives an overview on the governing equations and introduces the numerical approach. Validation results of the developed method are presented for the wave resistance of a submerged spheroid and a wigley hull. Additionally, the wave diffraction due to a surface piercing cylinder in regular waves is validated regarding the forces and the water surface elevation around the body. Here, the computations are compared with other numerical methods as well as tank test results. Apart from this, the paper deals with an application example showing simulations of an artificial service vessel catamaran in waves. The forces on the hull with and without forward speed are presented. The paper concludes with a discussion of the presented results and a brief outlook on further work.

Experimental study of the instability of unequal-strength counter-rotating vortex pairs

2003 ◽  
Vol 474 ◽  
pp. 35-84 ◽  
Author(s):  
J. M. ORTEGA ◽  
R. L. BRISTOL ◽  
Ö. SAVAŞ
Keyword(s):  
Three Dimensional ◽  
Subsequent Development ◽  
Vortex Pair ◽  
Tip Vortex ◽  
Two Dimensional ◽  
Experimental Conditions ◽  
Vortex Pairs ◽  
Circulation Ratio ◽  
Counter Rotating Vortex Pair ◽  
Wing Tip

A rapidly growing instability is observed to develop between unequal-strength counter- rotating vortex pairs. The vortex pairs are generated in a towing tank in the wakes of wings with outboard triangular flaps. The vortices from the wing tip and the inboard tip of the flap form the counter-rotating vortex pair on each side of the wing. The flow fields are studied using flow visualization and particle image velocimetry. Both chord- based and circulation-based Reynolds numbers are of O(105). The circulation strength ratios of the flap- to tip-vortex pairs range from −0.4 to −0.7. The initial sinuous stage of the instability of the weaker flap vortex has a wavelength of order one wing span and becomes observable in about 15 wing spans downstream of the wing. The nearly straight vortex filaments first form loops around the stronger wing-tip vortices. The loops soon detach and form rings and move in the wake under self-induction. These vortex rings can move to the other side of the wake. The subsequent development of the instability makes the nearly quasi-steady and two-dimensional wakes unsteady and three-dimensional over a distance of 50 to 100 wing spans. A rectangular wing is also used to generate the classical wake vortex pair with the circulation ratio of −1.0, which serves as a reference flow. This counter-rotating vortex pair, under similar experimental conditions, takes over 200 spans to develop visible deformations. Velocity, vorticity and enstrophy measurements in a fixed plane, in conjuction with the flow observations, are used to quantify the behaviour of the vortex pairs. The vortices in a pair initially orbit around their vorticity centroid, which takes the pair out of the path of the wing. Once the three-dimensional interactions develop, two-dimensional kinetic energy and enstrophy drop, and enstrophy dispersion radius increases sharply. This rapid transformation of the wake into a highly three-dimensional one offers a possible way of alleviating the hazard posed by the vortex wake of transport aircraft.

Investigation of Transition Delay by Dynamic Surface Deformation

2019 ◽  
Vol 141 (12) ◽  
Author(s):  
Donald P. Rizzetta ◽  
Miguel R. Visbal
Keyword(s):  
Phase Shift ◽  
Surface Deformation ◽  
Stokes Equations ◽  
Three Dimensional ◽  
Navier Stokes ◽  
Implicit Time ◽  
Local Dynamic ◽  
Two Dimensional ◽  
Dynamic Surface ◽  
Disturbance Growth

Numerical calculations were carried out to investigate control of transition on a flat plate by means of local dynamic surface deformation. The configuration and flow conditions are similar to a previous computation which simulated transition mitigation. Physically, the surface modification may be produced by piezoelectrically driven actuators located below a compliant aerodynamic surface, which have been employed experimentally. One actuator is located in the upstream plate region and oscillated at the most unstable frequency of 250 Hz to develop disturbances representing Tollmien–Schlichting instabilities. A controlling actuator is placed downstream and oscillated at the same frequency, but with an appropriate phase shift and modified amplitude to decrease disturbance growth and delay transition. While the downstream controlling actuator is two-dimensional (spanwise invariant), several forms of upstream disturbances were considered. These included disturbances which were strictly two-dimensional, those which were modulated in amplitude and those which had a spanwise variation of the temporal phase shift. Direct numerical simulations were obtained by solution of the three-dimensional compressible Navier–Stokes equations, utilizing a high-fidelity computational scheme and an implicit time-marching approach. A previously devised empirical process was applied for determining the optimal parameters of the controlling actuator. Results of the simulations are described, features of the flowfields elucidated, and comparisons made between solutions of the uncontrolled and controlled cases for the respective incoming disturbances. It is found that the disturbance growth is mitigated and the transition is delayed for all forms of the upstream perturbations, substantially reducing the skin friction.

Transient Growth of Three-Dimensional Vortex Perturbations During Near-Parallel Collision With a Circular Cylinder

2006 ◽  
Author(s):  
X. Liu ◽  
J. S. Marshall
Keyword(s):  
Circular Cylinder ◽  
Vortex Core ◽  
Computational Study ◽  
Three Dimensional ◽  
The Body ◽  
Transient Growth ◽  
Two Dimensional ◽  
Three Dimensional Flow ◽  
Dimensional Flow ◽  
Flow Features

A computational study is reported that examines the transient growth of three-dimensional flow features for nominally parallel vortex-cylinder interaction problems. We consider a helical vortex with small-amplitude perturbations that is advected onto a circular cylinder whose axis is parallel to the nominal vortex axis. The study assesses the applicability of the two-dimensional flow assumption for parallel vortex-body interaction problems in which the body impinges on the vortex core. The computations are performed using an unstructured finite-volume method for an incompressible flow, with periodic boundary conditions along the cylinder axis. Growth of three-dimensional flow features is quantified by use of a proper-orthogonal decomposition of the Fourier-transformed velocity and vorticity fields in the cylinder azimuthal and axial directions. The interaction is examined for different axial wavelengths and amplitudes of the initial helical waves on the vortex core, and the results for cylinder force are compared to the two-dimensional results. The degree of perturbation amplification as the vortex approaches the cylinder is quantified and shown to be mostly dependent on the dominant axial wavenumber of the perturbation. The perturbation amplification is observed to be greatest for perturbations with axial wavelength of about 1.5 times the cylinder diameter.

scholarly journals Effect of Wing Corrugation on the Aerodynamic Efficiency of Two-Dimensional Flapping Wings

2020 ◽  
Vol 10 (20) ◽  
pp. 7375
Author(s):  
Thanh Tien Dao ◽  
Thi Kim Loan Au ◽  
Soo Hyung Park ◽  
Hoon Cheol Park
Keyword(s):  
Three Dimensional ◽  
Leading Edge ◽  
Aerodynamic Performance ◽  
Flapping Wing ◽  
Flapping Wings ◽  
Two Dimensional ◽  
Aerodynamic Efficiency ◽  
Insect Wing ◽  
Wing Motion ◽  
Computational Fluid Dynamics Cfd

Many previous studies have shown that wing corrugation of an insect wing is only structurally beneficial in enhancing the wing’s bending stiffness and does not much help to improve the aerodynamic performance of flapping wings. This study uses two-dimensional computational fluid dynamics (CFD) in aiming to identify a proper wing corrugation that can enhance the aerodynamic performance of the KUBeetle, an insect-like flapping-wing micro air vehicle (MAV), which operates at a Reynolds number of less than 13,000. For this purpose, various two-dimensional corrugated wings were numerically investigated. The two-dimensional flapping wing motion was extracted from the measured three-dimensional wing kinematics of the KUBeetle at spanwise locations of r = (0.375 and 0.75)R. The CFD analysis showed that at both spanwise locations, the corrugations placed over the entire wing were not beneficial for improving aerodynamic efficiency. However, for the two-dimensional flapping wing at the spanwise location of r = 0.375R, where the wing experiences relatively high angles of attack, three specially designed wings with leading-edge corrugation showed higher aerodynamic performance than that of the non-corrugated smooth wing. The improvement is closely related to the flow patterns formed around the wings. Therefore, the proposed leading-edge corrugation is suggested for the inboard wing of the KUBeetle to enhance aerodynamic performance. The corrugation in the inboard wing may also be structurally beneficial.

Sign in / Sign up

Export Citation Format

Share Document