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- All Subjects: Mechanical Engineering
- All Subjects: Aerospace
- Creators: Herrmann, Marcus
- Creators: Mechanical and Aerospace Engineering Program
- Member of: Theses and Dissertations
Description
Passive flow control achieved by surface dimpling can be an effective strategy for reducing drag around bluff bodies - an example of substantial popular interest being the flow around a golf ball. While the general effect of dimples causing a delay of boundary layer separation is well known, the mechanisms contributing to this phenomena are subtle and not thoroughly understood. Numerical models offer a powerful approach for studying drag reduction, however simulation strategies are challenged by complex geometries, and in applications the introduction of ad hoc turbulence models which introduce additional uncertainty. These and other factors provide much of the motivation for the current study, which focused on the numerical simulations of the flow over a simplified configuration consisting of a dimpled flat plate. The principal goals of the work are to understand the performance of the numerical methodology, and gain insight into the underlying physics of the flow. Direct numerical simulation of the incompressible Navier-Stokes equations using a fractional step method was employed, with the dimpled flat plate represented using an immersed boundary method. The dimple geometry utilizes a fixed dimple aspect ratio, with dimples arranged in a single spanwise row. The grid sizes considered ranged from approximately 3 to 99 million grid points. Reynolds numbers of 3000 and 4000 based on the inlet laminar boundary layer thickness were simulated. A turbulent boundary layer was induced downstream of the dimples for Reynolds numbers which did not transition for the flow over an undimpled flat plate. First and second order statistics of the boundary layer that develops agree reasonably well with those for turbulent channel flow and flat plate boundary layers in the sublayer and buffer layers, but differ in the outer layer. Inspection of flow visualizations suggest that early transition is promoted by thinning of the boundary layer, initiation of shear layer instabilities over the dimples, flow separation and reattachment, and tripping of the boundary layer at the trailing edge of the dimples.
ContributorsMode, Jeffrey Michael (Author) / Squires, Kyle (Thesis advisor) / Herrmann, Marcus (Committee member) / Huang, Huei-Ping (Committee member) / Arizona State University (Publisher)
Created2010
Description
The ASU Compact X-ray Free Electron Laser (CXFEL) is a first of its kind instrument that will illuminate the processes of life and allow scientists to create more effective treatments for disease. The dimensions of the linear accelerator (LINAC) cavities must remain stable during operation, for a change in the geometry alters the standing wave microwave energy resonance within the cavities and leads to reflected rather than coupled and useful microwave energy to electric field coupling. This disturbs the electron bunch acceleration dynamics critical to the ultimate generation of x-ray pulses. Cooling water must be supplied to the electron generating RF-GUN, and linear accelerator (LINAC) structures at unique flowrate and temperature setpoints that are specific to the operating mode of the CXFEL. Design specifications for the water supply to the RF-GUN and three LINACs and were made for the nominal operating mode, which adds a 3 kW heat load to the water. To maintain steady cavity dimensions, water must be supplied to each device under test at 30.0 ºC ± 0.06 ºC. The flowrate of water must be 3.5 GPM to the RF-GUN and 2.5 GPM to each of the three LINACs with ± 0.01 GPM flowrate resolution. The primary function of the Dedicated-Precision Thermal Trim Unit (D-PTTU) is to control the flowrate and temperature of water supply to each device under test. A simplified model of the system was developed to select valves that would meet our design specifications for flowrate and temperature control. After using this model for valve selection, a detailed system model was created to simulate relevant coupled-domain physics of the integrated system. The detailed system model was used to determine the critical sensitivities of the system and will be used to optimize the performance of the system in the future. Before the detailed system model can be verified and tuned with experiments, the sensors were calibrated in an ice-bath to ensure the sensors measure accurate and precise values. During initial testing, the D-PTTU was able to achieve ± 0.02 ºC temperature resolution, which exceeds the design specification by a factor of three.
ContributorsGardeck, Alex John (Author) / Holl, Mark (Thesis director) / Smith, Dean (Committee member) / Department of Physics (Contributor) / Mechanical and Aerospace Engineering Program (Contributor, Contributor) / Barrett, The Honors College (Contributor)
Created2020-05
Description
The objective of this project is to design an indraft supersonic wind tunnel that is safe and comparatively simple to construct. The processes and methodology of design are discussed. As with every supersonic wind tunnel, the critical components are the nozzle, diffuser, and the means of achieving the pressure differential which drives the flow. The nozzle was designed using method of characteristics (MOC) and a boundary layer analysis experimental proven on supersonic wind tunnels [5]. The diffuser was designed using the unique design features of this wind tunnel in combination with equations from Pope [7]. The pressure differential is achieved via a vacuum chamber behind the diffuser creating a pressure differential between the ambient air and the low pressure in the tank. The run time of the wind tunnel depends on the initial pressure of the vacuum tank and the volume. However, the volume of the tank has a greater influence on the run time. The volume of the tank is not specified as the largest tank feasible should be used to allow the longest run time. The run time for different volumes is given. Another method of extending the run duration is added vacuum pumps to the vacuum chamber. If these pumps can move a sufficient mass out of the vacuum chamber, the run time can be significantly extended. The mounting design addresses the loading requirements which is closely related to the accuracy of the data. The mounting mechanism is attached to the rear of the model to minimize shockwave interference and maximize the structural integrity along the direction with the highest loading. This mechanism is then mounted to the bottom of the wind tunnel for structural rigidity and ease of access.
ContributorsWall, Isaiah Edward (Author) / Wells, Valana (Thesis director) / Kshitij, Abhinav (Committee member) / Mechanical and Aerospace Engineering Program (Contributor) / Barrett, The Honors College (Contributor)
Created2020-05
Description
This thesis project examines the stability margin for different rotor configurations for a quadcopter and compares them against each other to determine the most stable flight configuration possible. The first configuration develops a “standard” for quadcopters with each motor in a corner of a cube at a 60-degree angle from the Y-Axis. The remaining tests increase the angle five degrees per configuration, allowing the motors to get incrementally closer to each other until no longer viable. Five different tests are outlined below depicting the microscopic changes in the pitch and roll of the device. The on-board controller in the quad-copter tracks both the acceleration and gyroscopic movements of the device to obtain the stability margin of each test. Computational analysis is then used to calculate and compare the values found to determine the most stable configuration.
ContributorsCorino, Tyler Michael (Author) / Kuo, Chen-Yuan (Thesis director) / Lynch, John (Committee member) / Mechanical and Aerospace Engineering Program (Contributor) / Barrett, The Honors College (Contributor)
Created2020-05
Description
This paper investigates Surface Mechanical Attrition Treatment (SMAT) and the influence of treatment temperature and initial sample surface finish on the corrosion resistance of 7075-T651 aluminum alloy. Ambient SMAT was performed on AA7075 samples polished to 80-grit initial surface roughness. Potentiodynamic polarization and electrochemical impedance spectroscopy (EIS) tests were used to characterize the corrosion behavior of samples before and after SMAT. Electrochemical tests indicated an improved corrosion resistance after application of SMAT process. The observed improvements in corrosion properties are potentially due to microstructural changes in the material surface induced by SMAT which encouraged the formation of a passive oxide layer. Further testing and research are required to understand the corrosion related effects of cryogenic SMAT and initial-surface finish as the COVID-19 pandemic inhibited experimentation plans.
ContributorsDeorio, Jordan Anthony (Author) / Solanki, Kiran (Thesis director) / Rajagopalan, Jagannathan (Committee member) / Mechanical and Aerospace Engineering Program (Contributor) / Barrett, The Honors College (Contributor)
Created2020-05
Description
This project aims to study the relationship between model input parameters and model output accuracy of the Tool for Automation of Computational Aerodynamics of Airfoils (TACAA). The input parameters of study are Mach number and Reynolds number, and inputs are tested through three flight speed regimes and from laminar to turbulent flow. Each of these input parameters are tested for the NACA 0012 and SC-1095 airfoils to ensure that the accuracy is similar regardless of geometric complexity. The TACAA program was used to run all simulation testing, and its overall functionality is discussed. The results gathered from the preliminary testing showed that the spread of variable input data points caused data gaps in the transonic regime results, which provided motivation to conduct further testing within the transonic region for both airfoils. After collecting all TACAA results, data from wind tunnel testing was compiled to compare. The comparison showed that (1) additional testing would be necessary to fully assess the accuracy of the results for the SC-1095 airfoil and (2) TACAA is generally accurate for compressible, turbulent flows.
ContributorsKuang, Joyce (Co-author) / Stickel, Hannah (Co-author) / Wells, Valana (Thesis director) / Duque, Earl (Committee member) / Mechanical and Aerospace Engineering Program (Contributor) / Barrett, The Honors College (Contributor)
Created2020-05
Description
During my fourth year at Arizona State University, I enrolled in two capstone projects while working towards my
undergraduate degree in aerospace engineering. The first of the two team projects was an aerospace capstone: Design of
Autonomous Aircraft Systems. The second being a capstone project based out of Arizona State’s design school:
Innovation Space. The purpose of this dual enrollment was to compare and contrast the two product development projects,
in hopes to recommend a course of action to engineers younger than myself who are presented the option of multiple
capstones. This report will elaborate on three areas of engineering design and how they were realized in these projects.
These 3 topics are product development and its effect on design to manufacture, design feature creep, and technical vs
non-technical design. After considering the pros and cons of both capstone projects and their relation to the three main
topics of this report, it was decided that individuals who are motivated to become the best engineers they can be upon
graduating from an undergraduate program, they should find the time to take both capstone courses. Both Design of
Autonomous Aircraft Systems and Innovation Space present opportunities to create new ways of engineering thinking, all
of which will be necessary for an engineer to succeed in his/her first years in industry.
undergraduate degree in aerospace engineering. The first of the two team projects was an aerospace capstone: Design of
Autonomous Aircraft Systems. The second being a capstone project based out of Arizona State’s design school:
Innovation Space. The purpose of this dual enrollment was to compare and contrast the two product development projects,
in hopes to recommend a course of action to engineers younger than myself who are presented the option of multiple
capstones. This report will elaborate on three areas of engineering design and how they were realized in these projects.
These 3 topics are product development and its effect on design to manufacture, design feature creep, and technical vs
non-technical design. After considering the pros and cons of both capstone projects and their relation to the three main
topics of this report, it was decided that individuals who are motivated to become the best engineers they can be upon
graduating from an undergraduate program, they should find the time to take both capstone courses. Both Design of
Autonomous Aircraft Systems and Innovation Space present opportunities to create new ways of engineering thinking, all
of which will be necessary for an engineer to succeed in his/her first years in industry.
ContributorsEll, Samuel Leo (Author) / Hedges, Craig (Thesis director) / Kuhn, Anthony (Committee member) / Industrial, Systems & Operations Engineering Prgm (Contributor) / Mechanical and Aerospace Engineering Program (Contributor) / Barrett, The Honors College (Contributor)
Created2019-05
Description
This paper presents the design of a pneumatic actuator for a soft ankle-foot orthosis, called the Multi-material Actuator for Variable Stiffness (MAVS). This pneumatic actuator consists of an inflatable soft fabric actuator fixed between two layers of rigid retainer pieces. The MAVS is designed to be integrated with a soft robotic ankle-foot orthosis (SR-AFO) exosuit to aid in supporting the human ankle in the inversion/eversion directions. This design aims to assist individuals affected with chronic ankle instability (CAI) or other impairments to the ankle joint. The MAVS design is made from compliant fabric materials, layered and constrained by thin rigid retainers to prevent volume increase during actuation. The design was optimized to provide the greatest stiffness and least deflection for a beam positioned as a cantilever with a point load. The design of the MAVS took into account passive stiffness of the actuator when combining rigid and compliant materials so that stiffness is maximized when inflated and minimal when passive. An analytic model of the MAVS was created to evaluate the effects in stiffness observed by varying the ratio in length between the rigid pieces and the soft actuator. The results from the analytic model were compared to experimentally obtained results of the MAVS. The MAVS with the greatest stiffness was observed when the gap between the rigid retainers was smallest and the rigid retainer length was smallest. The MAVS design with the highest stiffness at 100 kPa was determined, which required 26.71 ± 0.06 N to deflect the actuator 20 mm, and a resulting stiffness of 1,335.5 N/m and 9.1% margin of error from the model predictions.
ContributorsHertzell, Tiffany (Author) / Lee, Hyunglae (Thesis director) / Sugar, Thomas (Committee member) / Mechanical and Aerospace Engineering Program (Contributor) / Barrett, The Honors College (Contributor)
Created2020-05
Description
An understanding of aerodynamics is crucial for automobile performance and efficiency. There are many types of “add-on” aerodynamic devices for cars including wings, splitters, and vortex generators. While these have been studied extensively, rear spoilers have not, and their effects are not as widely known. A Computational Fluid Dynamics (CFD) and wind tunnel study was performed to study the effects of spoilers on vehicle aerodynamics and performance. Vehicle aerodynamics is geometry dependent, meaning what applies to one car may or may not apply on another. So, the Scion FRS was chosen as the test vehicle because it is has the “classic” sports car configuration with a long hood, short rear, and 2+2 passenger cabin while also being widely sold with a plethora of aftermarket aerodynamic modifications available. Due to computing and licensing restrictions, only a 2D CFD simulation was performed in ANSYS Fluent 19.1. A surface model of the centerline of the car was created in SolidWorks and imported into ANSYS, where the domain was created. A mesh convergence study was run to determine the optimum mesh size, and Realizable k-epsilon was the chosen physics model. The wind tunnel lacked equipment to record quantifiable data, so the wind tunnel was utilized for flow visualization on a 1/24 scale car model to compare with the CFD.
0° spoilers reduced the wake area behind the car, decreasing pressure drag but also decreasing underbody flow, causing a reduction in drag and downforce. Angled spoilers increased the wake area behind the car, increasing pressure drag but also increasing underbody flow, causing an increase in drag and downforce. Longer spoilers increased these effects compared to shorter spoilers, and short spoilers at different angles did not create significantly different effects. 0° spoilers would be best suited for cases that prioritize fuel economy or straight-line acceleration and speed due to the drag reduction, while angled spoilers would be best suited for cars requiring downforce. The angle and length of spoiler would depend on the downforce needed, which is dependent on the track.
0° spoilers reduced the wake area behind the car, decreasing pressure drag but also decreasing underbody flow, causing a reduction in drag and downforce. Angled spoilers increased the wake area behind the car, increasing pressure drag but also increasing underbody flow, causing an increase in drag and downforce. Longer spoilers increased these effects compared to shorter spoilers, and short spoilers at different angles did not create significantly different effects. 0° spoilers would be best suited for cases that prioritize fuel economy or straight-line acceleration and speed due to the drag reduction, while angled spoilers would be best suited for cars requiring downforce. The angle and length of spoiler would depend on the downforce needed, which is dependent on the track.
ContributorsNie, Alexander (Author) / Wells, Valana (Thesis director) / Huang, Huei-Ping (Committee member) / Mechanical and Aerospace Engineering Program (Contributor) / Barrett, The Honors College (Contributor)
Created2019-12
Description
Accurate pointing is essential for any space mission with an imaging payload. The Phoenix Cubesat mission is being designed to take thermal images of major US cities from Low Earth Orbit in order to study the Urban Heat Island effect. Accurate pointing is vital to ensure mission success, so the satellite's Attitude Determination and Control System, or ADCS, must be properly tested and calibrated on the ground to ensure that it performs to its requirements. A commercial ADCS unit, the MAI-400, has been selected for this mission. The expected environmental disturbances must be characterized and modeled in order to inform planning the operations of this system. Appropriate control gains must also be selected to ensure the optimal satellite response. These gains are derived through a system model in Simulink and its response optimization tool, and these gains are then tested in a supplier provided Dynamic Simulator.
ContributorsWofford, Justin Michael (Author) / Bowman, Judd (Thesis director) / Jacobs, Daniel (Committee member) / School of Earth and Space Exploration (Contributor) / Mechanical and Aerospace Engineering Program (Contributor) / Barrett, The Honors College (Contributor)
Created2018-05