Computational Aerodynamics Applications in Aerospace ... · Computational Aerodynamics Applications...
Transcript of Computational Aerodynamics Applications in Aerospace ... · Computational Aerodynamics Applications...
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Computational
Aerodynamics Applications in Aerospace Engineering
João Luiz F. AzevedoInstituto de Aeronáutica e Espaço
São José dos Campos, SP, Brazil
FAPESP Week 2016 – University of Michigan
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CONTRIBUTIONS
• William Roberto Wolf
• Edson Basso
• Ricardo Galdino da Silva
• Sami Yamouni
• Carlos Alberto Junqueira Branco Jr.
• Rodrigo C. Palharini
• Carlos Breviglieri Jr.
• Fábio Mallaco Moreira
• Luiz Augusto C. A. Schiavo
• Antonio Batista de Jesus
• Bruno Backes
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OUTLINE
• Background information
• Location
• DCTA and its Institutes
• CFD laboratory
• Research interests
• Some representative results of our current work
• Concluding remarks
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São José dos Campos
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Dutra
Carvalho Pinto
Tamoios
DCTA and its Institutes
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INPE
Embraer
DCTA and its Institutes
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A BIT OF HISTORY
• CTA (currently DCTA) was created together ITA in the late
40’s by (then) Col. Casimiro Montenegro Filho
• Instituto Tecnológico de Aeronáutica (ITA) is probably the
most well-known institute in our center.
• DCTA is an organization of the Brazilian Air Force Command
• Our responsibility is to do research and to develop technology
relevant for aerospace applications
• In particular case of IAE, the work is focused on systems
which are to be fielded right now or in the near future
• In this context, our group’s work is directed towards CFD
applications and developments relevant to DCTA.
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CFD Laboratory
• Researchers and/
or professors (5)
• Post-doctoral
researchers (3)
• PhD students (5)
• MS students (16)
• Undergraduate
students (4)
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AREAS OF RESEARCH INTEREST
• Code Development and Verification-Validation
• Applied CFD and Turbulence Modeling
• LES and Aeroacoustics
• Aeroelasticity and Fluid-Structure Interaction
• High-Order CFD Methods
• High-Speed Flows (Hypersonics)
• Aerodynamic Optimization
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CODE DEVELOPMENT
Development of in-house software
BRU3D, v2.xx
Reynolds-averaged Navier-Stokes (RANS) formulation
Several turbulence models available (SA, low Reynolds Wilcox 𝜅-𝜔,
realizable 𝜅-𝜀, SST, modified Craft-Launder RSM, stressBSL EARSM,
Wallin-Johansson EARSM)
Finite Volume Method (FVM), cell centered, general unstructured grids
Spatial discretization: centered scheme (+ artificial dissipation) and Roe
scheme
Temporal discretization: explicit Runge-Kutta schemes + point implicit
solver
Convergence acceleration for steady state: local time stepping +
agglomeration multigrid
Parallel code (MPI + OpenMP)
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CODE DEVELOPMENT
Development of in-house software
BRU3D, v3.0
C++, templates, CGNS, parallel I/O
General unstructured grids
High-order spatial discretization
MPI + OpenMP + CUDA
JAZzY, v1.0
Parallel compressible LES code (with MPI)
Structured meshes, CGNS+HDF5, parallel I/O
Standard and dynamic Smagorinsky sub-grid scale models
dsmcFOAM
Open-source C++ fluid dynamics toolbox OpenFOAM
Ballistic particle tracking
Probabilistic collisions
Quantum-kinetic chemistry model
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APPLIED CFD
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APPLIED CFDRANS solutions used to improve the understanding of stall behavior.
Fence effect at Re = 3 X 106 , M = 0.25 and AoA = 15 deg
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APPLIED CFDRANS solutions used to improve the understanding of stall behavior.
Interaction between vortical structures and boundary layer.
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APPLIED CFD
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APPLIED CFD
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HYPERSONIC FLOWSNumerical Investigation of Hypersonic Vehicles under
Thermochemical Non-Equilibrium Conditions
The project includes the
development of a space
platform for experiments in
microgravity, called Satélite
de Reentrada Atmosférica
(SARA)
• Low circular orbit (300
km), 10 days max
• Reentry Simulation: 95 km
altitude, Mach 28, vel.
28,000 km/h
• Suborbital SARA vehicle,
350 kg, launched through
modified VS-40 sounding
rocket
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HYPERSONIC FLOWS
Suborbital SARA Vehicle
• Reentry condition – 95 km, 28,000 km/h, Mach 28;
• Reactive flow (QK) vs Non-reactive flow (NR) – DSMC technique;
• “Quantum Kinetic” reaction model – 5 species and 19 reactions (dissociation andexchange reactions);
• Overprediction of shock wave temperature and heat transfer.
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HYPERSONIC FLOWSImplementation of ionization reactions
(reaction rates: dsmcFoam vs analytical solution)
Applications:
• - Plasma formation around reentry vehicles;
• - Development and design of reliable thermal protection systems;
• - Radio signal blackout;
• - Plasma propulsion systems for satellite altitude control.
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HIGH-ORDER METHODS
Spectral Difference Method
Development of High-Order Code
• Expectation of reduction in the man-hours required to achieve solution
• Compressible flows
• Work is mostly directed towards method development
• However, there are other issues which need effort
• High-order geometry representation and grid generation
• High-order visualization
• Robust solvers
• Robust discontinuity capturing method
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HIGH-ORDER METHODS
Ringleb Flow Problem
High-order geometryrepresentation
Entropy error = 3.88 X 10-4 Close to ideal spatial convergence rate6th-order formulation
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HIGH-ORDER METHODS
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HIGH-ORDER METHODS
M = 3, transient computation until t = 4.0
2nd order method on an unstructured grid of approximately 17,000 quadrilaterals
Robustness to deal with strong shocks
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HIGH-ORDER METHODS
Mach = 2 flow over a wedge
2nd-order 3rd-order 4th-order
Limiting process extendable to higher-order formulations
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LES and AEROACOUSTICSLarge Eddy Simulation and Aeroacoustics of Perfectly Expanded
Supersonic Jets
DEVELOPMENT OF A COMPRESSIBLE LES SOLVER
Upgrade of a serial RANS solver to a parallel compressible LES solver.
Perfectly expanded supersonic jet configurations.
NOISE PREDICTION AND PROPAGATION
Development of physics-based noise predictiontools for analysis ofaerodynamic noise sources.
Fast multipole method(FMM) + boundary elementmethod (BEM) for acousticscattering.
Fast multiple method(FMM) + Ffowcs Williamsand Hawkings (FWH) forsound propagation.
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LES and AEROACOUSTICS
15 million mesh points: 150 days on CESUP (200 cores)40 days on CEPID (1000 cores)
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LES and AEROACOUSTICS
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AIRFOIL NOISE
Airfoil Immersed in a Wake Vortex
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TURBULENT FLOW
Lambda Shock Formation• All turbulence models (SA, SST and BSL-EARSM) were able to predict a lambda
shock formation over the ONERA M6 wing upper surface
• Numerical results predict the shock merging location more inboard than
experimental data
Flight conditions:
M = 0.84
AoA = 3.06 deg.
Re = 11.72 mi
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Mesh Generation
Surface mesh according to each mesh refinement level.
Coarse mesh Baseline mesh
Fine mesh
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Mesh Generation
Cut sections of the volumetric mesh located at the wing
midspan position
Coarse mesh Baseline mesh
Fine mesh
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Wing Tip Vortex Visualization
Coarse Mesh
SA SST BSL-EARSM
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Wing Tip Vortex Visualization
Baseline Mesh
SA SST BSL-EARSM
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Wing Tip Vortex Visualization
Fine Mesh
SA SST BSL-EARSM
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Wing Tip Vortex Visualization
SA Turbulence Model
Coarse Mesh Baseline Mesh Fine Mesh
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Wing Tip Vortex Visualization
SST Turbulence Model
Coarse Mesh Baseline Mesh Fine Mesh
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Wing Tip Vortex Visualization
BSL-EARSM Turbulence Model
Coarse Mesh Baseline Mesh Fine Mesh
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TURBULENT FLOW
Effects of Adverse Pressure Gradients
● Flow in a converging-
diverging channel.
●New physical mechanism
observed in APG regions
● Separation and reattachment
points studied
● Streak instability (or streak
bursting)
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TURBULENT FLOW
Effects of Adverse Pressure Gradients
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TURBULENT FLOW
Effects of Adverse Pressure Gradients
(need for reduced order models due to size of files involved)
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CONCLUDING REMARKS
• I hope that this brief overview of part of our work was able to
give some idea of the research/development performed.
• Recently, areas of turbulence modeling, either RANS or LES
formulations, and high-order methods have been the most
active ones.
• A great deal of the work here described is performed under a
FAPESP RIDC project (center): CeMEAI (Center for Industrial
Mathematics Applications).
• The availability of the computational resources at the CeMEAI
RIDC is absolutely essential for our work.
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THANK YOU