computational fluid dynamics applied to the design of aerospace vehicles

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Computational Aerodynamics for Aircraft Design ITA Aircraft Design Department V 29

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An overview of computational fluid dynamics applied to the design of aerospace vehicles is carried out. This document is composed of the following sections: introduction, CFD process, CFD basics, Mesh technology, and turbulence modeling

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Page 1: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Computational Aerodynamics for Aircraft Design ITA – Aircraft Design Department

V 29

Page 2: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

• Introduction

• A taste of history

• CFD Basics

• Overview on mesh technology

• Turbulence modeling

Page 3: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Introduction

Page 4: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 5: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Fluid (gas and liquid) flows are governed by partial differential equations

(PDE) which represent conservation laws for the mass, momentum, and

energy. Computational Fluid Dynamics (CFD) is the art of replacing such

PDE systems by a set of algebraic equations which can be solved using

digital computers. The object under study is also represented

computationally in an approximate discretized form.

Page 6: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Numerical simulations of fluid flow (will) enable

• architects to design comfortable and safe living environments

• designers of vehicles to improve the aerodynamic characteristics

• chemical engineers to maximize the yield from their equipment

• petroleum engineers to devise optimal oil recovery strategies

• surgeons to cure arterial diseases (computational hemodynamics)

• meteorologists to forecast the weather and warn of natural disasters

• safety experts to reduce health risks from radiation and other hazards

• military organizations to develop weapons and estimate the damage

• CFD practitioners to make big bucks by selling colorful pictures

Page 7: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Analysis and Design 1. Simulation-based design instead of “build & test”

More cost effective and more rapid than EFD*

CFD provides high-fidelity database for diagnosing flow field

2. Simulation of physical fluid phenomena that are difficult for experiments

Full scale simulations (e.g., ships and airplanes)

Environmental effects (wind, weather, etc.)

Hazards (e.g., explosions, radiation, pollution)

Physics (e.g., planetary boundary layer, stellar evolution)

Knowledge and exploration of flow physics

* Experimental Fluid Dynamics

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Page 9: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Practice of engineering and science has been dramatically altered by the development of

Scientific computing

Mathematics of numerical analysis

Tools like neural networks

The Internet

Computational Fluid Dynamics is based upon the logic of applied mathematics

provides tools to unlock previously unsolved problems

is used in nearly all fields of science and engineering

Aerodynamics, acoustics, bio-systems, cosmology, geology, heat transfer, hydrodynamics, river hydraulics, etc…

Page 10: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 11: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

9. Fletcher, C. A. J. “Computational Techniques for Fluid Dynamics,” Springer

Series in Computational Physics, Vols. 1-2, 2nd Edition, 1991.

10. Versteeg, H.K. and Malalasekera, W., An introduction to Computational Fluid

Dynamics: The Finite Volume Method (2nd Edition), Prentice Hall, 1st Edition.

Page 12: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

http://www.cfd-online.com

Page 13: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

http://www.fluent.com

* Now http://www.ansys.com

Page 14: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

http://www.aoe.vt.edu/~mason/Mason_f/MRsoft.html

Page 15: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

http://www.ensight.com/

Page 16: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

http://www.metacomptech.com

Products

CFD++

CFD++ is a superset of the various CFD methodologies available and provides accuracy, robustness and ease of use over all flow regimes.

MIME

Multipurpose Intelligent Meshing Environment for CFD++, CAA++ and ED. Powerful mesh generation software, yet it is so simple to use.

CAA++

Computational Aeroacoustics Software Suite. Metacomp's cost effective solution to noise prediction.

ED Designer

Computational Electrostatic Paint Deposition tool from Metacomp. Developed in collaboration with Delight Inc., Japan.

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http://www.sai.msu.su/sal/sal1.shtml

Page 18: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

http://gd.tuwien.ac.at/study/baum-lse/node2.html

Linux Software Encyclopedia

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http://sourceforge.net/

Source Forge

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http://www.cfdreview.com/

Source Forge

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Top 500 computers in the world compiled: www.top500.org

Computers located at major centers connected to researchers via Internet

Page 22: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

A taste of history

Page 23: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

CFD is the simulation of fluids engineering systems using modeling (mathematical physical problem formulation) and numerical methods (discretization methods, solvers, numerical parameters, and grid generations, etc.)

CFD made possible by the advent of digital computer and advancing with improvements of computer resources (500 flops, 194720 teraflops, 2003)

Page 24: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

“We are in the midst of a new Scientific Revolution as significant as that of the 16th and 17th centuries when Galilean methods of systematic experiments and observation supplanted the logic-based methods of Aristotelian physics”

“Modern tools, i.e., computational mechanics, are enabling scientists and engineers to return to logic-based methods for discovery and invention, research and development, and analysis and design”

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Aristotle (384-322 BCE)

Greek philosopher, student of Plato

Logic and reasoning was the chief instrument of

scientific investigation; Posterior Analytics

To possess scientific knowledge, we need to know the

cause of which we observe

Through their senses humans encounter facts or data

Through inductive means, principles created which will

explain the data

Then, from the principles, work back down to the facts

Example: Demonstration of the fact (Demonstratio quia)

» The planets do not twinkle

» What does not twinkle is near the earth

» Therefore the planets are near the earth

Knowledge of Aristotle’s work lost to Europe during Dark Ages. Preserved by Mesopotamian (modern day Iraq) libraries.

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Galileo Galilei (1564-1642) Formulated the basic law of falling bodies, which he verified by careful measurements.

He constructed a telescope with which he studied lunar craters, and discovered four moons revolving around Jupiter.

Observation-based experimental methods: required instruments & tools ; e.g., telescope, clocks.

Scientific Revolution took place in the sixteenth and seventeenth centuries, its first victories involved the overthrow of Aristotelian physics

Convicted of heresy by Catholic Church for belief that the Earth rotates round the sun. In 1992, 350 years after Galileo's death, Pope John Paul II admitted that errors had been made by the theological advisors in the case of Galileo.

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Isaac Newton (1643 – 1727) Laid the foundation (along with Leibniz) for differential and integral calculus It has been claimed that the Principia is the greatest work in the history of the physical sciences. Book I: general dynamics from a mathematical standpoint Book II: treatise on fluid mechanics Book III: devoted to astronomical and physical problems. Newton addressed and resolved a number of issues including the motions of comets and the influence of gravitation. For the first time, he demonstrated that the same laws of motion and gravitation ruled everywhere under a single mathematical law.

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Faces of Fluid Mechanics : some of the greatest minds of history have tried to solve the mysteries of fluid mechanics

Archimedes Da Vinci Newton Leibniz Euler

Bernoulli Navier Stokes Reynolds Prandtl

Page 29: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

From mid-1800’s to 1960’s, research in fluid mechanics focused upon

Analytical methods

Exact solution to Navier-Stokes equations (~80 known for simple problems, e.g., laminar pipe flow)

Approximate methods, e.g., Ideal flow, Boundary layer theory

Experimental methods

Scale models: wind tunnels, water tunnels, towing-tanks, flumes,...

Measurement techniques: pitot probes; hot-wire probes; anemometers; laser-doppler velocimetry; particle-image velocimetry

Most man-made systems (e.g., airplane) engineered using build-and-test iteration.

1950’s – present : rise of computational fluid dynamics

Page 30: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Konrad Zuse (1910-1995) was a construction engineer for the

Henschel Aircraft Company in Berlin, Germany at the beginning of

WWII. Konrad Zuse earned the semiofficial title of "inventor of the

modern computer" for his series of automatic calculators, which he

invented to help him with his lengthy engineering calculations.

Zuse has modestly dismissed the title while praising many of the

inventions of his contemporaries and successors as being equally if

not more important than his own.

One of the most difficult aspects of doing a large calculation with

either a slide rule or a mechanical adding machine is keeping track

of all intermediate results and using them, in their proper place, in

later steps of the calculation. Konrad Zuse wanted to overcome that

difficulty. He realized that an automatic-calculator device would

require three basic elements: a control, a memory, and a calculator

for the arithmetic.

The First Freely Programmable Computer invented by Konrad Zuse

Page 31: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Computing, 1945-1960

Early computer engineers thought that only a few dozen computers required worldwide

Applications: cryptography (code breaking), fluid dynamics, artillery firing tables, atomic weapons

ENIAC, or Electronic Numerical Integrator Analyzor and Computer, was developed by the Ballistics Research Laboratory in Maryland and was built at the University of Pennsylvania's Moore School of Electrical Engineering and completed in November 1945

Page 32: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

In the early 1930s Polish cryptographers first broke the code of Germany's cipher machine Enigma. They were led by mathematician

Marian Rejewski and assisted by material provided to them by agents of French intelligence. For much of the decade, the Poles were able

to decipher their neighbour's radio traffic, but in 1939, faced with possible invasion and difficulties decoding messages because of changes

in Enigma's operating procedures, they turned their information over to the Allies. Early in 1939 Britain's secret service set up the Ultra

project at Bletchley Park, 50 miles (80 km) north of London, for the purpose of intercepting the Enigma signals, deciphering the messages,

and controlling the distribution of the resultant secret information. Strict rules were established to restrict the number of people who knew

about the existence of the Ultra information and to ensure that no actions would alert the Axis powers that the Allies possessed knowledge

of their plans.

The incoming signals from the German war machine (more than 2,000 daily at the war's height) were of the highest level, even from Adolf

Hitler himself. Such information enabled the Allies to build an accurate picture of enemy plans and orders of battle, forming the basis of

war plans both strategic and tactical. Ultra intercepts of signals helped the Royal Air Force to win the Battle of Britain. Intercepted signals

between Hitler and General Günther von Kluge led to the destruction of a large part of the German forces in Normandy in 1944 after the

Allied landing.

Left. The Colossus computer at Bletchley Park,

Buckinghamshire, England, c. 1943. Funding for this

code-breaking machine came from the Ultra project.

Ultra Project

Page 33: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Computer History

Year/Enter

Computer History

Inventors/Inventions

Computer History

Description of Event

1936 Konrad Zuse - Z1 Computer

First freely programmable computer.

1942

John Atanasoff & Clifford Berry

ABC Computer

Who was first in the computing biz is not always as easy as ABC.

1944

Howard Aiken & Grace Hopper

Harvard Mark I Computer

The Harvard Mark 1 computer.

1946

John Presper Eckert & John W. Mauchly

ENIAC 1 Computer

20,000 vacuum tubes later...

1948

Frederic Williams & Tom Kilburn

Manchester Baby Computer & The Williams Tube

Baby and the Williams Tube turn on the memories.

1947/48

John Bardeen, Walter Brattain & Wiliam Shockley

The Transistor

No, a transistor is not a computer, but this invention greatly affected the history of computers.

1951

John Presper Eckert & John W. Mauchly

UNIVAC Computer

First commercial computer & able to pick presidential winners.

1953

International Business Machines

IBM 701 EDPM Computer

IBM enters into 'The History of Computers'.

Page 34: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

1954

John Backus & IBM

FORTRAN Computer Programming Language

The first successful high level programming language.

1955 (in use 1959)

Stanford Research Institute, Bank of America, and General Electric ERMA and MICR

The first bank industry computer - also MICR (magnetic ink character recognition) for reading checks.

1958

Jack Kilby & Robert Noyce

The Integrated Circuit

Otherwise known as 'The Chip'

1962

Steve Russell & MIT

Spacewar Computer Game

The first computer game invented.

1964

Douglas Engelbart

Computer Mouse & Windows

Nicknamed the mouse because the tail came out the end.

1969 ARPAnet The original Internet.

1970 Intel 1103 Computer Memory

The world's first available dynamic RAM chip.

Page 35: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

1971 Alan Shugart &IBM

The "Floppy" Disk Nicknamed the "Floppy" for its flexibility.

1973

Robert Metcalfe & Xerox

The Ethernet Computer Networking

Networking.

1974/75 Scelbi & Mark-8 Altair & IBM 5100 Computers

The first consumer computers.

1976/77 Apple I, II & TRS-80 & Commodore Pet Computers

More first consumer computers.

1978

Dan Bricklin & Bob Frankston

VisiCalc Spreadsheet Software

Any product that pays for itself in two weeks is a surefire winner.

1979 Seymour Rubenstein & Rob Barnaby

WordStar Software

Word Processors.

1981

IBM

The IBM PC - Home Computer

From an "Acorn" grows a personal computer revolution

Page 36: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

CFD Applications

Page 37: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Where is CFD used?

Aerospace

Automotive

Biomedical

Chemical Processing

HVAC (heating, ventilation, and

air conditioning)

Hydraulics

Marine

Oil & Gas

Power Generation

Sports

F18 Store Separation

Temperature and natural

convection currents in the eye

following laser heating.

Aerospace

Automotive

Biomedical

Page 38: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Where is CFD used?

Polymerization reactor vessel - prediction of

flow separation and residence time effects.

Streamlines for workstation ventilation

Where is CFD used?

Aerospacee

Automotive

Biomedical

Chemical

Processing

HVAC

Hydraulics

Marine

Oil & Gas

Power Generation

Sports

HVAC

Chemical Processing

Hydraulics

Page 39: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Where is CFD used?

Aerospace

Automotive

Biomedical

Chemical Processing

HVAC

Hydraulics

Marine

Oil & Gas

Power Generation

Sports Flow of

lubricating mud

over drill bit

Cooling towers flow

Marine

Oil & Gas

Sports

Power Generation

Page 40: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Prediction of the wake vortices up to 6.5

wingspans generated by the DLR-F11 aircraft

model making use of a 4th-order central

scheme and the automatic mesh refinement

technique. Inviscid simulation, M∞=0.2, α=10°

Page 41: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Comparison of Computed Wake Vortex Evolution Flowfield (OVERFLOW Code) with

Experiment (“2-pair”)

Page 42: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Stagnation pressure loss

at the fan face of an air-

intake at the fixed point

submitted to crosswind.

M∞ = 0.045, α = 0o,

β = 9o, Re = 3.9x106.

Airbus France, NSMB

code.

Page 43: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 44: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

CFD Basics

Page 45: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

CFD Process Model Equations

Discretization

Grid Generation

Boundary Conditions

Solve

Post-Processing

Uncertainty Assessment

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Page 56: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

In mathematics, partial differential equations (PDE) are a type of

differential equation, i.e., a relation involving an unknown function

(or functions) of several independent variables and their partial

derivatives with respect to those variables. Partial differential

equations are used to formulate, and thus aid the solution of,

problems involving functions of several variables; such as the

propagation of sound or heat, electrostatics, electrodynamics, fluid

flow, and elasticity. Seemingly distinct physical phenomena may

have identical mathematical formulations, and thus be governed by

the same underlying dynamic. They find their generalization in

Stochastic partial differential equations. Just as ordinary differential

equations often model dynamical systems, partial differential

equations often model multidimensional systems.

Page 57: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

PDEs can be classified into hyperbolic, parabolic and elliptic ones

• each class of PDEs models a different kind of physical processes

• the number of initial/boundary conditions depends on the PDE ype

• different solution methods are required for PDEs of different type

Hyperbolic equations Information propagates in certain directions at finite

speeds; the solution is a superposition of multiple single waves

Parabolic equations Information travels downstream/forward in time;

directions at finite speeds; the solution can be constructed using a

marching/time-stepping method

Elliptic equations Information propagates in all directions at infinite speed;

describe equilibrium phenomena (unsteady problems are never elliptic

Page 58: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Getting Started: classification of PDEs

Page 59: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 60: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Viscous Model

Boundary

Conditions

Initial

Conditions

Convergent

Limit

Contours

Precisions

(single/

double)

Numerical

Scheme

Vectors

Streamlines Verification

Select

Geometry

Geometry

Parameters

Physics Mesh Solve Post-

Processing

Compressible

ON/OFF

Flow

properties

Unstructured

(automatic/

manual)

Steady/

Unsteady

Forces Report (lift/drag, shear

stress, etc)

XY Plot

Domain Shape

and Size

Heat Transfer

ON/OFF

Structured

(automatic/

manual)

Iterations/

Steps

Validation

Reports

Page 61: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

• Modeling is the mathematical physics problem formulation in terms of a continuous initial boundary value problem (IBVP)

• IBVP is in the form of Partial Differential Equations (PDEs) with appropriate boundary conditions and initial conditions.

• Modeling includes:

1. Geometry and domain

2. Coordinates

3. Governing equations

4. Flow conditions

5. Initial and boundary conditions

6. Selection of models for different applications

Page 62: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

• Simple geometries can be easily created by few geometric parameters (e.g. circular pipe)

• Complex geometries must be created by the partial differential equations or importing the database of the geometry(e.g. airfoil) into commercial software

• Domain: size and shape

• Typical approaches

• Geometry approximation

• CAD/CAE integration: use of industry standards such as Parasolid, ACIS, STEP, or IGES, etc.

• The three coordinates: Cartesian system (x,y,z), cylindrical system (r, θ, z), and spherical system(r, θ, Φ) should be appropriately chosen for a better resolution of the geometry (e.g. cylindrical for circular pipe).

Page 63: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

2

2

2

2

2

z

u

y

u

x

u

x

p

z

uw

y

uv

x

uu

t

u

2

2

2

2

2

z

v

y

v

x

v

y

p

z

vw

y

vv

x

vu

t

v

0

z

w

y

v

x

u

t

RTp

L

v pp

Dt

DR

Dt

RDR

2

2

2

)(2

3

Convection Piezometric pressure gradient Viscous terms Local

acceleration

Continuity equation

Equation of state

Rayleigh Equation

2

2

2

2

2

z

w

y

w

x

w

z

p

z

ww

y

wv

x

wu

t

w

Page 64: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

• Based on the physics of the fluids phenomena, CFD can be distinguished into different categories using different criteria

• Viscous vs. inviscid (Re)

• External flow or internal flow (wall bounded or not)

• Turbulent vs. laminar (Re)

• Incompressible vs. compressible (Mach number)

• Single- vs. multi-phase (Ca)

• Thermal/density effects (Pr, g, Gr, Ec)

• Free-surface flow (Fr) and surface tension (We)

• Chemical reactions and combustion (Pe, Da)

• etc…

Page 65: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

• Initial conditions (ICS, steady/unsteady flows)

• ICs should not affect final results and only

affect convergence path, i.e. number of

iterations (steady) or time steps (unsteady)

need to reach converged solutions.

• More reasonable guess can speed up the

convergence

• For complicated unsteady flow problems,

CFD codes are usually run in the steady

mode for a few iterations for getting a better

initial conditions

Page 66: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

•Boundary conditions: No-slip or slip-free on walls, periodic, inlet (velocity inlet, mass flow rate, constant pressure, etc.), outlet (constant pressure, velocity convective, numerical beach, zero-gradient), and non-reflecting (for compressible flows, such as acoustics), etc.

No-slip walls: u=0,v=0

v=0, dp/dr=0,du/dr=0

Inlet ,u=c,v=0 Outlet, p=c

Periodic boundary condition in

spanwise direction of an airfoil o

r

x Axisymmetric

Page 67: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

• CFD codes typically designed for solving certain fluid

phenomenon by applying different models

• Viscous vs. inviscid (Re)

• Turbulent vs. laminar (Re, Turbulent models)

• Incompressible vs. compressible (Ma, equation of state)

• Single- vs. multi-phase (Ca, cavitation model, two-fluid model)

• Thermal/density effects and energy equation

(Pr, g, Gr, Ec, conservation of energy)

• Free-surface flow (Fr, level-set & surface tracking model) and

surface tension (We, bubble dynamic model)

• Chemical reactions and combustion (Chemical reaction

model)

• etc…

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• Turbulent models:

• DNS: most accurately solve NS equations, but too expensive

for turbulent flows

• RANS: predict mean flow structures, efficient inside BL but excessive

diffusion in the separated region.

• LES: accurate in separation region and unaffordable for resolving BL

• DES: RANS inside BL, LES in separated regions.

• Free-surface models:

• Surface-tracking method: mesh moving to capture free surface,

limited to small and medium wave slopes

• Single/two phase level-set method: mesh fixed and level-set

function used to capture the gas/liquid interface, capable of

studying steep or breaking waves.

• Turbulent flows at high Re usually involve both large and small scale vortical structures and very thin turbulent boundary layer (BL) near the wall

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DES, Re=105, Iso-surface of Q criterion (0.4) for

turbulent flow around NACA12 with angle of attack 60

degrees

URANS, Re=105, contour of vorticity for turbulent

flow around NACA12 with angle of attack 60 degrees

URANS, Wigley Hull pitching and heaving

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• The continuous Initial Boundary Value Problems (IBVPs) are discretized into algebraic equations using numerical methods. Assemble the system of algebraic equations and solve the system to get approximate solutions

• Numerical methods include: 1. Discretization methods

2. Solvers and numerical parameters

3. Grid generation and transformation

4. High Performance Computation (HPC) and post-

processing

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• Finite difference methods (straightforward to apply, usually for regular grid) and finite volumes and finite element methods (usually for irregular meshes)

• Each type of methods above yields the same solution if the grid is fine enough. However, some methods are more suitable to some cases than others

• Finite difference methods for spatial derivatives with different order of accuracies can be derived using Taylor expansions, such as 2nd order upwind scheme, central differences schemes, etc.

• Higher order numerical methods usually predict higher order of accuracy for CFD, but more likely unstable due to less numerical dissipation

• Temporal derivatives can be integrated either by the explicit method (Euler, Runge-Kutta, etc.) or implicit method (e.g. Beam-Warming method)

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• Explicit methods can be easily applied but yield conditionally stable Finite Different Equations (FDEs), which are restricted by the time step; Implicit methods are unconditionally stable, but need efforts on efficiency.

• Usually, higher-order temporal discretization is used when the spatial discretization is also of higher order.

• Stability: A discretization method is said to be stable if it does not magnify the errors that appear in the course of numerical solution process.

• Pre-conditioning method is used when the matrix of the linear algebraic system is ill-posed, such as multi-phase flows, flows with a broad range of Mach numbers, etc.

• Selection of discretization methods should consider efficiency, accuracy and special requirements, such as shock wave tracking.

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Explicit and implicit methods are approaches used in

numerical analysis for obtaining numerical solutions of

time-dependent ordinary and partial differential

equations, as is required in computer simulations of

physical processes.

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Y(t+t) = F(Y(t)),

while for an implicit method one solves an equation

G(Y(t), Y(t+t))=0,

to find Y(t + Δt).

It is clear that implicit methods require an extra computation (solving the above equation), and they can

be much harder to implement. Implicit methods are used because many problems arising in practice are

stiff, for which the use of an explicit method requires impractically small time steps Δt to keep the error

in the result bounded (see numerical stability). For such problems, to achieve given accuracy, it takes

much less computational time to use an implicit method with larger time steps, even taking into account

that one needs to solve an equation of the form (1) at each time step. That said, whether one should use

an explicit or implicit method depends upon the problem to be solved.

Explicit methods calculate the state of a system at a later time from the state of the system at the current

time, while implicit methods find a solution by solving an equation involving both the current state of

the system and the later one. Mathematically, if Y(t) is the current system state and Y(t + Δt) is the state

at the later time (Δt is a small time step), then, for an explicit method

Page 75: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Consider the ordinary differential equation

2 y 0,dy

y adt

1- The forward Euler method

21k kk

k

y ydyy

dt t

yields

2

1k k ky y t y Explicit!

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Consider the ordinary differential equation

2 y 0,dy

y adt

2- The backward Euler method

211

k kk

k

y ydyy

dt t

yields

2

1 1k k ky t y y Implicit!

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2- The backward Euler method

211

k kk

k

y ydyy

dt t

2

1 1k k ky t y y

This is a quadratic equation, having one negative and one positive root. The positive root is

picked because in the original equation the initial condition is positive, and then y at the next

time step is given by

n the vast majority of cases, the equation to be solved when using an implicit scheme is much

more complicated than a quadratic equation, and no exact solution exists. Then one uses root-

finding algorithms, such as Newton's method.

1

1 1 4

2

k

k

t yy

t

Page 78: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 79: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Finite difference methods

Page 80: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 81: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Analysis of trunctation errors

Page 82: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Approximation of second-order derivatives

Page 83: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Approximation of mixed derivatives

Page 84: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

High-order approximations

Page 85: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Finite Volume Method Discretization

In the finite-volume approach, the integral form of the conservation equations are applied to

the control volume defined by a cell to get the discrete equations for the cell. The integral

form of the continuity equation for steady, incompressible flow is

0V ndS The integration is over the surface S of the control volume and is the outward normal at

the surface. Physically, this equation means that the net volume flow into the control volume

is zero. Consider the rectangular cell shown below.

n

The velocity at face i is taken to be i i iV u i v j

Applying the mass conservation equation to the control

volume defined by the cell gives

1 2 3 4 0u y v x u y v x

Page 86: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

0

y

v

x

u

2

2

y

u

e

p

xy

uv

x

uu

• 2D incompressible laminar flow boundary layer

m=0 m=1

L-1 L

y

x

m=MM m=MM+1

(L,m-1)

(L,m)

(L,m+1)

(L-1,m)

1l

l lmm m

uuu u u

x x

1

ll lmm m

vuv u u

y y

1

ll lmm m

vu u

y

FD Sign( )<0 l

mv

l

mvBD Sign( )>0

2

1 12 22l l l

m m m

uu u u

y y

2nd order central difference

i.e., theoretical order of accuracy

Pkest= 2.

1st order upwind scheme, i.e., theoretical order of accuracy Pkest= 1

Page 87: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

1 12 2 2

1

2

1

l l ll l l lm m mm m m m

FDu v vy

v u FD u BD ux y y y y y

BDy

1 ( / )l

l lmm m

uu p e

x x

B2 B3 B1

B4 1

1 1 2 3 1 4 /ll l l l

m m m m mB u B u B u B u p e

x

1

4 1

12 3 1

1 2 3

1 2 3

1 2 1

4

0 0 0 0 0 0

0 0 0 0 0

0 0 0 0 0

0 0 0 0 0 0

l

l

l

l lmm l

mm

mm

pB u

B B x eu

B B B

B B B

B B u pB u

x e

Solve it using

Thomas algorithm

To be stable, Matrix has to be

Diagonally dominant.

Page 88: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

In numerical linear algebra, the tridiagonal matrix algorithm

(TDMA), also known as the Thomas algorithm (named after

Llewellyn Thomas), is a simplified form of Gaussian elimination

that can be used to solve tridiagonal systems of equations. A

tridiagonal system for n unknowns may be written as

1 1 1i i i i i ia x b x c x d 1 1 1 1

2 2 2 2 2

3 3 3 3

1

0

0

n

n n n n n

b c x d

a b c x d

a b x d

c

a b c x d

For such systems, the solution can be obtained in O(n) operations instead of O(n3)

required by Gaussian elimination.

Page 89: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Solver: Thomas Algorithm

The first step consists of modifying

the coefficients as follows, denoting

the new modified coefficients with

primes:

1

1'

'

1

1

1'

'

1

'

1

; 1

; 2,3,..., 1

; 1

; 2,3,..., 1

i

i

i i i

i

i i i

i i i

ci

bc

ci n

b c a

and

di

bd

d d ai n

b c a

The solution is then obtained by back substitution:

'

n nx d

' '

1 ; 1, 2,..., 2,1i i i nx d c x i n n

Page 90: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

MATLAB Implementation

Page 91: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

• Solvers include: tridiagonal, pentadiagonal solvers, PETSC solver, solution-adaptive solver, multi-grid solvers, etc.

• Solvers can be either direct (Cramer’s rule, Gauss elimination, LU decomposition) or iterative (Jacobi method, Gauss-Seidel method, SOR method)

• Numerical parameters need to be specified to control the calculation.

• Under relaxation factor, convergence limit, etc.

• Different numerical schemes

• Monitor residuals (change of results between iterations)

• Number of iterations for steady flow or number of time steps for unsteady flow

• Single/double precisions

Page 92: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Flow field must be treated as a discrete set of

points (or volumes) where the governing

equations are solved.

Many types of grid generation: type is usually

related to capability of flow solver.

Structured grids

Unstructured grids

Hybrid grids: some portions of flow field are

structured (viscous regions) and others are

unstructured

Overset (Chimera) grids

Page 93: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 94: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Block-structured meshes • Multilevel subdivision of the domain with structured grids within blocks

• Can be non-matching, special treatment is necessary at block interfaces

• Provide greater flexibility, local refinement can be performed blockwise

Unstructured meshes

• Suitable for arbitrary domains and amenable to adaptive mesh refinement

• Consist of triangles or quadrilaterals in 2D, tetrahedra or hexahedra in 3D

• Complex data structures, irregular sparsity pattern, difficult to implement

Page 95: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

2D Cell Types

3D Cell Types

Page 96: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 97: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 98: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Submarine

Moving Control Surfaces

Artificial Heart Chamber

Surface Ship Appendages

Page 99: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Branches in Human Lung

Structured-Unstructured Nozzle Grid

Page 100: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Unstructured surface mesh for external aerodynamics – PT cruiser – 12 millions cells

Page 101: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

An example of a

course-fine

distribution in a

multi-zonal grid.

An example of chimera grid

An example of a multi-zonal grid

The most important advantage of using the chimera scheme of oversetting grids is to reduce substantially the time and effort to generate a

grid. This is especially true for three-dimensional configurations with increasing geometric complexity, such as a fully appended ship. The

time and effort required to plan and generate complicated grids using solely multi-zonal grid generation techniques quickly becomes

prohibitive.

Page 102: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 103: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

To solve NSE, we must convert governing PDE’s to algebraic equations

Finite difference methods (FDM)

Each term in NSE approximated using Taylor series, e.g.,

Finite volume methods (FVM)

Use CV form of NSE equations on each grid cell ! Most popular approach, especially for commercial codes

Finite element methods (FEM)

Solve PDE’s by replacing continuous functions by piecewise approximations defined on polygons, which are referred to as elements. Similar to FDM.

1

221 1

22

2

i i

i i i

U U UO x

x x

U U U UO x

x x

Page 104: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Run CFD code on computer

2D and small 3D simulations

can be run on desktop

computers (e.g., Fluent)

Unsteady 3D simulations still

require large parallel

computers

Monitor Residuals

Defined two ways

Change in flow variables

between iterations

Error in discrete algebraic

equation

Page 105: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 106: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 107: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 108: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

CBU-115 separation from F-16 GBU-38 separation from B1B

JASSM jettison

Page 109: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Wake visualization of HART II rotor with blade-vortex interaction.

Predicted ground plane acoustic sound pressure levels.

Sikorsky UH-60A rotor-hub-fuselage interaction.

CFD/CSD coupled solution.

Page 110: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 111: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 112: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Steady Maneuver: Horizontal Turn

Page 113: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Process of estimating errors due to

numerics and modeling Numerical errors

Iterative non-convergence: monitor residuals

Spatial errors: grid studies and Richardson extrapolation

Temporal errors: time-step studies and Richardson

extrapolation

Modeling errors (Turbulence modeling, multi-phase

physics, closure of viscous stress tensor for non-

Newtonian fluids)

Only way to assess is through comparison with benchmark

data which includes EFD uncertainty assessment.

Page 114: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 115: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

For fluid mechanics, many problems not

adequately described by Navier-Stokes

equations or are beyond current generation

computers. Turbulence

Multi-phase physics: solid-gas (pollution, soot), liquid-gas

(bubbles, cavitation); solid-liquid (sediment transport)

Combustion and chemical reactions

Non-Newtonian fluids (blood; polymers)

Similar modeling challenges in other branches of

engineering and the sciences

Page 116: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Because of limitations, need for experimental research is great

However, focus has changed From

Research based solely upon experimental observations

Build and test (although this is still done)

To High-fidelity measurements in support of validation and building new computational models.

Currently, the best approach to solving engineering problems often uses simulation and experimentation

Page 117: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Capabilities of Current Technology

Complex real-world problems solved using Scientific

Computing

Commercial software available for certain problems

Simulation-based design (i.e., logic-based) is being realized.

Ability to study problems that are either expensive, too small,

too large, or too dangerous to study in laboratory

Very small : nano- and micro-fluidics

Very large : cosmology (study of the origin, current state, and

future of our Universe)

Expensive : engineering prototypes (ships, aircraft)

Dangerous : explosions, fires

Page 118: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Overview on

Mesh Technology

Page 119: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Conformal Mapping

Transfinite Interpolation

Solving PDEs

Elliptic

Parabolic/Hyperbolic

Page 120: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Conformal Mapping

Page 121: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Conformal Mapping Transformations

Page 122: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Conformal Mapping – Schwarz Christoffel

Page 123: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Algebraic Mappings

• Construct mapping between the boundaries of the unit square (cube) and the

boundaries of an “arbitrary” region which is topologically equivalent

• Combine 1 D interpolants using Boolean sums to construct mapping-Transfinite

interpolation (TFI)

• Not guaranteed to be one-to-one

• Orthogonally not guaranteed

• Very fast

• Quite General

• Grid quality not always assured

Page 124: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Algebraic Mappings – 1D Interpolants

Page 125: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Algebraic Mappings – Transfinite Interpolation

Page 126: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Algebraic Mappings – Transfinite Interpolation

Page 127: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Algebraic Mappings – Example

Page 128: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Algebraic Mappings – Example

Page 129: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Algebraic Mappings – Example

Numerically generated airfoil transformation [(x, y) ↔ (ξ, η)] showing a “C” grid topology

Page 130: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Algebraic Mappings – Example

Numerically generated wing transformation [(x, y, z) ↔ (ξ, η, ζ)] showing a “O” grid topology

Page 131: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

PDE Grid Generation

Page 132: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Full-potential Equation Remapped

0t

U V W

J J J J

U, V, and W are the contravariant velocities and are given by

1 4 5

4 2 6

5 6 3

U A A A

V A A A

W A A A

with

2 2 2

1

2 2 2

2

2 2 2

3

4

5

6

x y z

x y z

x y z

x x y y z z

x x y y z z

x x y y z z

A

A

A

A

A

A

Page 133: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

CFD Perspective on Meshing Technology

CFD initiated in structured grid context

Transfinite interpolation

Elliptic grid generation

Hyperbolic grid generation

Smooth, orthogonal structured grids

Relatively simple geometries

Page 134: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Unstructured meshes initially confined to FE

community

CFD Discretizations based on directional splitting

Line relaxation (ADI) solvers

Structured Multigrid solvers

Sparse matrix methods not competitive

Memory limitations

Non-linear nature of problems

Page 135: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Method of choice for many commercial CFD vendors

Fluent, StarCD, CFD++, …

Advantages Complex geometries

Adaptivity

Parallelizability

Enabling factors Maturing grid generation technology

Better Discretizations and solvers

Page 136: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Isotropic tetrahedral grid generation Delaunay point insertion algorithms

Surface recovery

Advancing front techniques

Octree methods

Mature technology Numerous available commercial packages

Remaining issues Grid quality

Robustness

Links to CAD

Page 137: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Anisotropic unstructured grid generation

External aerodynamics

Boundary layers, wakes: O(10**4)

Mapped Delaunay triangulations

Min-max triangulations

Hybrid methods

Advancing layers

Mixed prismatic – tetrahedral meshes

Page 138: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Solutions to three-dimensional convection-dominated problems often contain lower

dimensional features, the resolution of which is critical to the accuracy of the method, eg. a

plane shock wave, or a boundary layer. Resolving this feature numerically is computationally

expensive if an isotropic structured or unstructured mesh is used. It has become common to

use anisotropic meshes for these problems, however a rigorous justification of the appropriate

mesh, or a reliable measure of the numerical error on such a mesh is not yet apparent. For

many problems the presence of singular features such as shock-waves, boundary layers and

cracks requires a mesh that is highly stretched in a particular direction. Although there is still

some controversy about the stability and accuracy of finite element computations with highly

stretched tetrahedra, we believe that tetrahedral meshes are very satisfactory for many

applications exhibiting anisotropy provided there are no large angles. To achieve a good

quality stretched mesh that avoids large dihedral angles, we combine a point placement

strategy in physical space with an affine transformation of the metric used for the Delaunay

in-sphere test. The placement of points in physical space at locations normal to the boundary

of the singularity allows one to maintain precise control over the position of the mesh nodes.

On the other hand, the use of a modified metric in the Delaunay test ensures good connectivity

with a layered arrangement of tetrahedra in the region of anisotropy.

Page 139: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Hybrid methods

Semi-structured

nature

Less mature: issues

Concave regions

Neighboring

boundaries

Conflicting resolution

Conflicting

Stretchings VGRIDns Advancing Layers

Page 140: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

NSC2KE solver

Bamg mesh

generator and mesh

adapter

Page 141: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

NSC2KE solver

Bamg mesh

generator and mesh

adapter

NACA0012 - Freestream Mach number = 1.4

Page 142: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Evolved to Sophisticated Multiblock and Overlapping

Structured Grid Techniques for Complex Geometries

Overlapping grid system on space shuttle (Slotnick, Kandula and Buning 1994)

Page 143: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Edge-based data structure

Building block for all element types

Reduces memory requirements

Minimizes indirect addressing / gather-

scatter

Graph of grid = Discretization stencil

Implications for solvers, Partitioners

Page 144: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Multigrid solvers Multigrid techniques enable optimal O(N) solution complexity

Based on sequence of coarse and fine meshes

Originally developed for structured grids

Page 145: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Agglomeration Multigrid solvers for unstructured

meshes

Coarse level meshes constructed by agglomerating fine

grid cells/equations

Page 146: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Agglomeration Multigrid

•Automated Graph-Based Coarsening Algorithm

•Coarse Levels are Graphs

•Coarse Level Operator by Galerkin Projection

•Grid independent convergence rates (order of magnitude improvement)

Page 147: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Line solvers for Anisotropic problems Lines constructed in mesh using weighted graph algorithm

Strong connections assigned large graph weight

(Block) Tridiagonal line solver similar to structured grids

Page 148: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Graph-based Partitioners for parallel load

balancing

Metis, Chaco, Jostle

Edge-data structure graph of grid

Agglomeration Multigrid levels = graphs

Excellent load balancing up to 1000’s of

processors

Homogeneous data-structures

(Versus multi-block / overlapping structured grids)

Page 149: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Complex geometry

Wing-body, slat, double slotted flaps, cutouts

Experimental data from Langley 14x22ft wind

tunnel

Mach = 0.2, Reynolds=1.6 million

Range of incidences: -4o to 24o

Page 150: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Typical conditions Wall

No-slip (u = v = w = 0)

Slip (tangential stress = 0, normal velocity = 0)

With specified suction or blowing

With specified temperature or heat flux

Inflow

Outflow

Interface Condition, e.g., Air-water free surface

Symmetry and Periodicity

Usually set through the use of a graphical user interface (GUI) – click & set

Page 151: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Combined advancing layers- advancing front Advancing layers: thin elements at walls

Advancing front: isotropic elements elsewhere

Automatic switching from AL to AF based on: Cell aspect ratio

Proximity of boundaries of other fronts

Variable height for advancing layers

Background Cartesian grid for smooth spacing control

Spanwise stretching Factor of 3 reduction in grid size

Page 152: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

3.1 million vertices, 18.2 million tets, 115,489 surface pts

Normal spacing: 1.35E-06 chords, growth factor=1.3

Page 153: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Combine Tetrahedra triplets in advancing-layers

region into prisms

Prisms entail lower complexity for solver

VGRIDns identifies originating boundary point for

ALR vertices

Used to identify candidate elements

Pyramids required as transitional elements

Page 154: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Initial mesh: 18.2M Tetrahedra

Merged mesh: 3.9M prisms, 6.6M Tets, 47K

pyramids

64% of Tetrahedra merged

Page 155: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

High-resolution meshes require large parallel

machines

Parallel mesh generation difficult

Complicated logic

Access to commercial preprocessing, CAD tools

Current approach

Generate coarse (O(10**6) vertices on workstation

Refine on supercomputer

Page 156: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Refinement achieved by element subdivision

Global refinement: 8:1 increase in resolution

In-Situ approach obviates large file transfers

Initial mesh: 3.1 million vertices

3.9M prisms, 6.6M Tets, 47K pyramids

Refined mesh: 24.7 million vertices

31M prisms, 53M Tets, 281K pyramids

Refinement operation: 10 Gbytes, 30 minutes

sequentially

Page 157: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

NSU3D Unstructured Mesh Navier-Stokes Solver

Mixed element grids

Tetrahedra, prisms, pyramids, hexahedra

Edge data-structure

Line solver in BL regions near walls

Agglomeration Multigrid acceleration

Newton Krylov (GMRES) acceleration option

Spalart-Allmaras 1 equation turbulence model

Page 158: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Domain decomposition with OpenMP/MPI

communication

OpenMP on shared memory architectures

MPI on distributed memory architectures

Hybrid capability for clusters of SMPs

Weighted graph partitioning (Metis)

(Chaco)

Coarse and fine MG levels partitioned

independently

Page 159: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Mach=0.2, α=10o, Re=1.6M

Page 160: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Good drag prediction

Discrepancies near stall

Page 161: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Mesh independent property of Multigrid

GMRES effective but requires extra memory

Page 162: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Good overall Multigrid scalability Increased communication due to coarse grid levels

Single grid solution impractical (>100 times slower)

1 hour soution time on 1450 PEs

Page 163: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

AIAA Drag Prediction Workshop (2001)

Transonic wing-body configuration

Typical cases required for design

study

Matrix of mach and CL values

Grid resolution study

Follow on with engine effects (2003)

Page 164: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Baseline grid: 1.6 million points Full drag polars for Mach=0.5,0.6,0.7,0.75,0.76,0.77,0.78,0.8

Total = 72 cases

Medium grid: 3 million points Full drag polar for each mach number

Total = 48 cases

Fine grid: 13 million points Drag polar at mach=0.75

Total = 7 cases

Page 165: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Mach=0.75, CL=0.6, Re=3M

2.5 hours on 16 Pentium IV 1.7GHz

Page 166: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Grid resolution study

Good comparison with experimental data

Page 167: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Adaptive mesh refinement

Moving geometry and mesh motion

Moving geometry and overlapping meshes

Requirements for gradient-based design

Implications for higher-order

Discretizations

Page 168: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Potential for large savings through

optimized mesh resolution

Well suited for problems with large range of

scales

Possibility of error estimation / control

Requires tight CAD coupling (surface pts)

Mechanics of mesh adaptation

Refinement criteria and error estimation

Page 169: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Various well know isotropic mesh methods

Mesh movement

Spring analogy

Linear elasticity

Local Remeshing

Delaunay point insertion/Retriangulation

Edge-face swapping

Element subdivision

Mixed elements (non-simplicial)

Anisotropic subdivision required in transition regions

Page 170: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 171: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 172: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 173: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 174: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 175: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 176: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles
Page 177: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Large potential savings for 1 or 2D

features

Directional subdivision

Assumes element faces to line up with flow

features

Combine with mesh motion

Mapping techniques

Hessian based

Grid quality

Page 178: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Weakest link of adaptive meshing methods

Obvious for strong features

Difficult for non-local (ie. Convective) features

eg. Wakes

Analysis assumes in asymptotic error convergence

region

Gradient based criteria

Empirical criteria

Effect of variable discretization error in design

studies, parameter sweeps

Page 179: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Compute sensitivity of global cost function to local spatial grid resolution

Key on important output, ignore other features Error in engineering output, not discretization error

e.g. Lift, drag, or sonic boom …

Captures non-local behavior of error Global effect of local resolution

Requires solution of adjoint equations Adjoint techniques used for design optimization

Page 180: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Reproduced from

Venditti and

Darmofal (MIT,

2002)

Page 181: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Reproduced from Venditti and

Darmofal (MIT, 2002)

Page 182: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Reproduced

from Venditti

and Darmofal

(MIT, 2002)

Page 183: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Overlapping Unstructured Meshes

Alternative to moving mesh for large scale relative geometry motion

Multiple overlapping meshes treated as single data-structure

Dynamic determination of active/inactive/ghost cells

Advantages for parallel computing Obviates dynamic load rebalancing required with mesh motion techniques

Intergrid communication must be dynamically recomputed and rebalanced

Concept of Rendez-vous grid (Plimpton and Hendrickson)

Page 184: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Overlapping Unstructured Meshes

Simple 2D transient example

Page 185: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Minimize Cost Function F with respect to design

variables v, subject to constraint R(w) = 0

F = drag, weight, cost

v = shape parameters

w = Flow variables

R(w) = 0 Governing Flow Equations

Gradient Based Methods approach minimum

along direction :

v

F

Page 186: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Grid Related Issues for Gradient-based Design

Parametrization of CAD surfaces

Consistency across disciplines

eg. CFD, structures,…

Surface grid motion

Interior grid motion

Grid sensitivities

Automation / Parallelization

Page 187: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

23,555 curves and surfaces c/o J. Samareh, NASA Langley

Page 188: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

c/o J. Samareh, NASA

Langley

Page 189: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

• Manual differentiation

• Automatic differentiation tools (e.g., ADIFOR and ADIC)

• Complex variables

• Finite-difference approximations

analysis code

field grid generator

geometry modeler (CAD)

surface grid generator

Grid

v

Grid

Ge

Geometry

vGrid Gr m yid o etr

f

f s

sFx x x

F

v design variables

(e.g., span, camber)

objective function

(e.g., Stress, CD)

Page 190: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Finite-Difference Approximation Error for Sensitivity Derivatives

Parameterized

HSCT Model

c/o J. Samareh, NASA Langley

Page 191: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Grid Sensitivities

Ideally should be available from grid/cad software

Analytical formulation most desirable

Burden on grid / CAD software

Discontinous operations present extra challenges Face-edge swapping

Point addition / removal

Mesh regeneration

v

Geometry

Geometry

Grid

Grid

Grid

v

Grid

xx

s

s

ff

Page 192: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Uniform X2 refinement of 3D mesh:

Work increase = factor of 8

2nd order accurate method: accuracy increase = 4

4th order accurate method: accuracy increase = 16

For smooth solutions

Potential for large efficiency gains

Spectral element methods

Discontinuous Galerkin (DG)

Streamwise Upwind Petrov Galerkin (SUPG)

Page 193: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Transfers burden from grid generation to Discretization

Page 194: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

J. Hesthaven and T.

Warburton

(Brown University)

Page 195: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Require more complete surface definition

Curved surface elements

Additional element points

Surface definition (for high p)

Page 196: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Adaptive meshing (h-ref) yields constant factor

improvement

After error equidistribution, no further benefit

Order refinement (p-ref) yields asymptotic

improvement

Only for smooth functions

Ineffective for inadequate h-resolution of feature

Cannot treat shocks

H-P refinement optimal (exponential convergence)

Requires accurate CAD surface representation

Page 197: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

197

Modeling Turbulent Flows

Page 198: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Unsteady, aperiodic motion in which all three velocity components

fluctuate mixing matter, momentum, and energy.

Decompose velocity into mean and fluctuating parts:

Ui(t) Ui + ui(t)

Similar fluctuations for pressure, temperature, and species

concentration values.

What is Turbulence?

Time

U i (t)

Ui

ui(t)

Page 199: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Why Model Turbulence?

Direct numerical simulation of governing equations is only possible for

simple low-Re flows.

Instead, we solve Reynolds Averaged Navier-Stokes (RANS) equations:

where (Reynolds stresses)

(steady, incompressible flow w/o body forces)

jiij uuR

j

ij

jj

i

ik

ik

x

R

xx

U

x

p

x

UU

2

Page 200: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Why Model Turbulence?

Direct numerical simulation of governing equations is only possible for

simple low-Re flows.

Instead, we solve Reynolds Averaged Navier-Stokes (RANS) equations:

where (Reynolds stresses)

j

ij

jj

i

ik

ik

x

R

xx

U

x

p

x

UU

2

(steady, incompressible flow w/o body forces)

jiij uuR

The left hand side of this equation represents the change in mean momentum of fluid element

owing to the unsteadiness in the mean flow and the convection by the mean flow. This change

is balanced by the mean body force, the isotropic stress owing to the mean pressure field, the

viscous stresses, and apparent stress owing to the fluctuating velocity field,

generally referred to as the Reynolds stress. i ju u

Page 201: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Is the Flow Turbulent?

External Flows

Internal Flows

Natural Convection

5105xRe along a surface

around an obstacle

where

ULReL where

Other factors such as free-stream

turbulence, surface conditions, and

disturbances may cause earlier

transition to turbulent flow.

L = x, D, Dh, etc.

,3002 hD Re

108 1010 Ra

3

PrTLg

GrRa x

20,000DRe

TTT s

Ts= temperature of the wall

T∞= fluid temperature far from the surface of the object

Grashof Prandtl

Page 202: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

How Complex is the Flow?

Extra strain rates

Streamline curvature

Lateral divergence

Acceleration or deceleration

Swirl

Recirculation (or separation)

Secondary flow

3D perturbations

Transpiration (blowing/suction)

Free-stream turbulence

Interacting shear layers

Page 203: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Choices to be Made

Turbulence Model

&

Near-Wall Treatment

Flow

Physics

Accuracy

Required

Computational

Resources

Turnaround

Time

Constraints

Computational

Grid

Page 204: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Zero-Equation Models

One-Equation Models

Spalart-Allmaras

Two-Equation Models

Standard k-e

RNG k-e

Realizable k-e

Reynolds-Stress Model

Large-Eddy Simulation

Direct Numerical Simulation

Turbulence Modeling Approaches

Include

More

Physics

Increase

Computational

Cost

Per Iteration Available

in FLUENT

RANS-based

models

Page 205: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

RANS equations require closure for Reynolds stresses.

Turbulent viscosity is indirectly solved for from single transport

equation of modified viscosity for One-Equation model.

For Two-Equation models, turbulent viscosity correlated with turbulent

kinetic energy (TKE) and the dissipation rate of TKE.

Transport equations for turbulent kinetic energy and dissipation rate are

solved so that turbulent viscosity can be computed for RANS equations.

Turbulent

Kinetic Energy: Dissipation Rate of

Turbulent Kinetic Energy:

e

2kCt Turbulent Viscosity:

Boussinesq Hypothesis: (isotropic stresses)

i

j

j

itijjiij

x

U

x

UkuuR

3

2

2/iiuuk

i

j

j

i

j

i

x

u

x

u

x

ue

Page 206: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Turbulent viscosity is determined from:

is determined from the modified viscosity transport equation:

The additional variables are functions of the modified turbulent

viscosity and velocity gradients.

One Equation Model: Spalart-Allmaras

21

2

2~

1

~~~~1~~~

dfc

xc

xxSc

Dt

Dww

j

b

jj

b

3

1

3

3

/~/~

~

ct

~

Generation Diffusion

Destruction

Page 207: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

One-Equation Model: Spalart-Allmaras

Designed specifically for aerospace applications involving wall-

bounded flows.

Boundary layers with adverse pressure gradients

turbomachinery

Can use coarse or fine mesh at wall

Designed to be used with fine mesh as a “low-Re” model, i.e., throughout

the viscous-affected region.

Sufficiently robust for relatively crude simulations on coarse meshes.

Page 208: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Two Equation Model: Standard k-e Model

Turbulent Kinetic Energy

Dissipation Rate

eee 21, ,, CCk are empirical constants

(equations written for steady, incompressible flow w/o body forces)

Convection Generation Diffusion

Destruction

e

i

kt

ii

j

j

i

i

j

t

i

ix

k

xx

U

x

U

x

U

x

kU )(

Destruction Convection Generation Diffusion

kC

xxx

U

x

U

x

U

kC

xU

i

t

ii

j

j

i

i

j

t

i

i

2

21 )(e

e

ee

eee

Page 209: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Two Equation Model: Standard k-e Model

“Baseline model” (Two-equation)

Most widely used model in industry

Strength and weaknesses well documented

Semi-empirical

k equation derived by subtracting the instantaneous mechanical energy

equation from its time-averaged value

e equation formed from physical reasoning

Valid only for fully turbulent flows

Reasonable accuracy for wide range of turbulent flows

industrial flows

heat transfer

Page 210: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Distinctions from Standard k-e model:

Alternative formulation for turbulent viscosity

where is now variable

(A0, As, and U* are functions of velocity gradients)

Ensures positivity of normal stresses;

Ensures Schwarz’s inequality;

New transport equation for dissipation rate, e:

e

2kCt

e

kU

AA

C

so

*

1

0u2

i

2

j

2

i

2

ji u u)uu(

b

j

t

j

Gck

ck

cScxxDt

Dee

e

e

e

ee

e

e 31

2

21

Generation Diffusion Destruction Buoyancy

Page 211: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Shares the same turbulent kinetic energy equation as Standard k-e

Superior performance for flows involving:

planar and round jets

boundary layers under strong adverse pressure gradients, separation

rotation, recirculation

strong streamline curvature

Two Equation Model: Realizable k-e

Page 212: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Two Equation Model: RNG k-e

Turbulent Kinetic Energy

Dissipation Rate

Convection Diffusion

Dissipation

e

i

k

i

t

i

ix

k

xS

x

kU eff

2

Generation

j

i

i

j

ijijijx

U

x

USSSS

2

1,2

where

are derived using RNG theory eee 21, ,, CCk

(equations written for steady, incompressible flow w/o body forces)

Additional term

related to mean strain

& turbulence quantities Convection Generation Diffusion Destruction

Rk

Cxx

Sk

Cx

Uii

t

i

i

2

2eff

2

1

e

e

ee eee

Page 213: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Two Equation Model: RNG k-e

k-e equations are derived from the application of a rigorous statistical

technique (Renormalization Group Method) to the instantaneous Navier-

Stokes equations.

Similar in form to the standard k-e equations but includes:

additional term in e equation that improves analysis of rapidly strained flows

the effect of swirl on turbulence

analytical formula for turbulent Prandtl number

differential formula for effective viscosity

Improved predictions for:

high streamline curvature and strain rate

transitional flows

wall heat and mass transfer

Page 214: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

k

ijk

ijijij

k

ji

kx

JP

x

uuU

e

Generation k

ikj

k

j

kiijx

Uuu

x

UuuP

i

j

j

iij

x

u

x

up

k

j

k

iij

x

u

x

u

e 2

Pressure-Strain

Redistribution

Dissipation

Turbulent

Diffusion

(modeled)

(related to e)

(modeled)

(computed)

(equations written for steady, incompressible flow w/o body forces)

Reynolds Stress

Transport Eqns.

Pressure/velocity

fluctuations

Turbulent

transport

)( jikijkkjiijk uupuuuJ

Page 215: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Reynolds Stress Model

RSM closes the Reynolds-Averaged Navier-Stokes equations by

solving additional transport equations for the Reynolds stresses.

Transport equations derived by Reynolds averaging the product of the

momentum equations with a fluctuating property

Closure also requires one equation for turbulent dissipation

Isotropic eddy viscosity assumption is avoided

Resulting equations contain terms that need to be modeled.

RSM has high potential for accurately predicting complex flows.

Accounts for streamline curvature, swirl, rotation and high strain rates

Cyclone flows, swirling combustor flows

Rotating flow passages, secondary flows

Page 216: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Large Eddy Simulation

Large eddies:

Mainly responsible for transport of momentum, energy, and other scalars,

directly affecting the mean fields.

Anisotropic, subjected to history effects, and flow-dependent, i.e., strongly

dependent on flow configuration, boundary conditions, and flow parameters.

Small eddies:

Tend to be more isotropic and less flow-dependent

More likely to be easier to model than large eddies.

LES directly computes (resolves) large eddies and models only small

eddies (Subgrid-Scale Modeling).

Large computational effort

Number of grid points, NLES

Unsteady calculation

2Reu

Page 217: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Model Strengths Weaknesses

Spalart-

Allmaras

Economical (1-eq.); good track record

for mildly complex B.L. type of flows

Not very widely tested yet; lack of

submodels (e.g. combustion,

buoyancy)

STD k-eRobust, economical, reasonably

accurate; long accumulated

performance data

Mediocre results for complex flows

involving severe pressure gradients,

strong streamline curvature, swirl

and rotation

RNG k-e

Good for moderately complex

behavior like jet impingement,

separating flows, swirling flows, and

secondary flows

Subjected to limitations due to

isotropic eddy viscosity

assumption

Realizable

k-eOffers largely the same benefits as

RNG; resolves round-jet anomaly

Subjected to limitations due to

isotropic eddy viscosity

assumption

Reynolds

Stress

Model

Physically most complete model

(history, transport, and anisotropy of

turbulent stresses are all accounted

for)

Requires more cpu effort (2-3x);

tightly coupled momentum and

turbulence equations

Page 218: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Near-Wall Treatments

Most k-e and RSM turbulence

models will not predict correct

near-wall behavior if integrated

down to the wall.

Special near-wall treatment is

required.

Standard wall functions

Nonequilibrium wall functions

Two-layer zonal model

Boundary layer structure

Page 219: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Standard Wall Functions

/

2/14/1

w

PP kCUU

)(ln1

Pr

)(Pr

**

**

Tt

T

yyPEy

yyy

T

PP ykCy

2/14/1

q

kCcTTT

PpPw

2/14/1)(*

Mean Velocity

Temperature

where

where

and P is a function of the fluid

and turbulent Prandtl numbers.

thermal sublayer thickness

EyU ln1

Page 220: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Nonequilibrium Wall Functions

Log-law is sensitized to pressure gradient for

better prediction of adverse pressure gradient

flows and separation.

Relaxed local equilibrium assumptions for

TKE in wall-neighboring cells.

Thermal law-of-wall unchanged

ykCE

kCU

w

2/14/12/14/1

ln1

/

~

y

k

yy

y

y

k

y

dx

dpUU vv

v

v

2

2/12/1ln

21~

where

Page 221: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Two-Layer Zonal Model

Used for low-Re flows or

flows with complex near-wall

phenomena.

Zones distinguished by a wall-

distance-based turbulent

Reynolds number

High-Re k-e models are used in the turbulent core region.

Only k equation is solved in the viscosity-affected region.

e is computed from the correlation for length scale.

Zoning is dynamic and solution adaptive.

yk

Rey

200yRe

200yRe

Page 222: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Comparison of Near Wall Treatments

Strengths Weaknesses

Standard wall

Functions

Robust, economical,

reasonably accurate

Empirically based on simple

high-Re flows; poor for low-Re

effects, massive transpiration,

p, strong body forces, highly

3D flows

Nonequilibrium

wall functions

Accounts for p effects,

allows nonequilibrium:

-separation

-reattachment

-impingement

Poor for low-Re effects, massive

transpiration, severe p, strong

body forces, highly 3D flows

Two-layer zonal

model

Does not rely on law-of-the-

wall, good for complex

flows, especially applicable

to low-Re flows

Requires finer mesh resolution

and therefore larger cpu and

memory resources

Page 223: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Wall Function

Approach

Two-Layer Zonal

Model Approach

First grid point in log-law region

At least ten points in the BL.

Better to use stretched quad/hex

cells for economy.

First grid point at y+ 1.

At least ten grid points within

buffer & sublayers.

Better to use stretched quad/hex

cells for economy.

50050 y

Page 224: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Estimate the skin friction coefficient based on correlations either

approximate or empirical:

Flat Plate-

Pipe Flow-

Compute the friction velocity:

Back out required distance from wall:

Wall functions • Two-layer model

Use post-processing to confirm near-wall mesh resolution

2.0Re0359.02/

Lfc

2.0Re039.02/

Dfc

2// few cUu

y1 = 50/u y1 = / u

Page 225: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Setting Boundary Conditions

Characterize turbulence at inlets & outlets (potential backflow)

k-e models require k and e

Reynolds stress model requires Rij and e

Several options allow input using more familiar parameters

Turbulence intensity and length scale

length scale is related to size of large eddies that contain most of energy.

For boundary layer flows: l 0.499

For flows downstream of grids /perforated plates: l opening size

Turbulence intensity and hydraulic diameter

Ideally suited for duct and pipe flows

Turbulence intensity and turbulent viscosity ratio

For external flows:

Input of k and e explicitly allowed (non-uniform profiles possible).

10/1 t

Page 226: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Example: Channel Flow with Conjugate Heat Transfer

adiabatic wall

cold air

V = 50 fpm

T = 0 °F

constant temperature wall T = 100 °F

insulation

1 ft

1 ft

10 ft

P

Predict the temperature at point P in the solid insulation

Page 227: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Turbulence Modeling Approach

Check if turbulent ReDh= 5,980

Developing turbulent flow at relatively low Reynolds number and

BLs on walls will give pressure gradient use RNG k-e with

nonequilibrium wall functions.

Develop strategy for the grid

Simple geometry quadrilateral cells

Expect large gradients in normal direction to horizontal walls

fine mesh near walls with first cell in log-law region.

Vary streamwise grid spacing so that BL growth is captured.

Use solution-based grid adaption to further resolve temperature

gradients.

Page 228: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Velocity

contours

Temperature

contours

BLs on upper & lower surfaces accelerate the core flow

Important that thermal BL was accurately resolved as well

P

Page 229: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Example: Flow Around a Cylinder

wall

wall

1 ft

2 ft

2 ft

air

V = 4 fps

Compute drag coefficient of the cylinder

5 ft 14.5 ft

Page 230: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Check if turbulent ReD = 24,600

Flow over an object, unsteady vortex shedding is expected,

difficult to predict separation on downstream side, and close

proximity of side walls may influence flow around cylinder

use RNG k-e with 2-layer zonal model.

Develop strategy for the grid

Simple geometry & BLs quadrilateral cells.

Large gradients near surface of cylinder & 2-layer model

fine mesh near surface & first cell at y+ = 1.

Turbulence Modeling Approach

Page 231: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Grid for Flow Over a Cylinder

Page 232: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Prediction of Turbulent Vortex Shedding

Contours of effective viscosity eff = + t

CD = 0.53 Strouhal Number (St) = 0.297

U

DSt

where

Page 233: Computational Fluid Dynamics Applied to the Design of Aerospace Vehicles

Summary: Turbulence Modeling Guidelines

Successful turbulence modeling requires engineering judgement of:

Flow physics

Computer resources available

Project requirements

Accuracy

Turnaround time

Turbulence models & near-wall treatments that are available

Begin with standard k-e and change to RNG or Realizable k-e if

needed.

Use RSM for highly swirling flows.

Use wall functions unless low-Re flow and/or complex near-wall

physics are present.