For the supersonic flow mode, which occurs in the internal flow behind the aperture separating two spaces with a large pressure drop, the critical flow is a characteristic phenomenon. In the case of critical flow behind the aperture, a supersonic flow area with reduced pressure ending with a shock wave with a step change in state variables is created. When diagnosing velocities, which are obtained from the values of static and total pressure, due to the changes caused by the shock wave passage, correction of the diagnostic quantities obtained by measuring by means of mathematical relations taking into account the physical phenomena is necessary.

This thesis is based on the series of scholarly article dedicated to the issue ofpumping in the differential scanning chamber of an environmental scanning microscope. The thesis is based on Danilatos’s study where the pumping of the differential pumped chamber is solved by means of the Monte Carlo statistical method. The thesis performs analysis of gas flow at low pressures through orifice separating the spaces with a large pressure drop Dr. Danilate. The analyses will be used for the design of the experimental chamber which will serve for the experimental evaluation of the flow results in the chamber using the continuum mechanics.

An experimental investigation of the use low-cost microphones for unsteady total pressure measurement to detect transition from laminar to turbulent boundary layer flow has been conducted. Two small electret condenser microphones, the Knowles FG-23629 and the FG-23742, were used to measure the pressure fluctuations and considered for possible integration with an autonomous boundary layer measurement system. Procedures to determine the microphones’ maximum sound pressure levels and frequency response using an acoustic source provided by a speaker and a reference microphone. These studies showed that both microphones possess a very flat frequency response and that the max SPL of the FG-23629 is 10 Pa and the max SPL of the FG-23742 is greater than 23 Pa. Several sensor-probe configurations were developed, and the three best were evaluated in wind tunnel tests. Measurements of the total pressure spectrum, time signal, and the root-mean-square were taken in the boundary layer on a sharp-nose flat plate in the Cal Poly 2 foot by 2 foot wind tunnel at dynamic pressures ranging between 135 Pa and 1350 Pa, corresponding to freestream velocities of 15 m/s to 47 m/s. The pressure spectra were collected to assess the impact of the probe on the microphone frequency response. The two configurations with long probes showed peaks in the pressure spectra corresponding to the resonant frequencies of the probe. The root-mean-square of the pressure fluctuations did not vary much between the different probes. The root-mean-square of the pressure fluctuations collected in turbulent boundary layers were found to be 10% of the local freestream dynamic pressure and decreased to 3.5% as the freestream dynamic pressure was increased. The RMS of the pressure fluctuations taken in both laminar boundary layers and in the freestream varied between 0.5% and 2.5% of the local freestream dynamic pressure. The large difference between the RMS of the pressure fluctuations in laminar and turbulent boundary layers taken at low dynamic pressures suggests that this system is indeed capable of distinguishing between laminar and turbulent flow. The drop in the RMS of the pressure fluctuations as dynamic pressure increased is indicative of insufficient maximum sound pressure level of the microphone resulting in clipping of the pressure fluctuation; this is confirmed through inspection of the pressure time signal and spectrum. Thus, a microphone with higher maximum sound pressure level is needed for turbulence detection at higher dynamic pressures. Alternatively, it may be possible to attenuate the total pressure fluctuation signal.

The magnetopause is an important feature in near-Earth space, where the continuously emitted solar wind from the sun meets the magnetic field of the Earth. This boundary region between the so-called magnetosheath on the outside and magnetosphere on the inside is a constantly back-and-forth moving discontinuity upheld by a pressure balance on both sides, upon which an important process in mass and energy transportation through the universe called magnetic reconnection occurs. To gain further understanding about the magnetopause, this study aimed to produce additional statistical scientific material concerning the discontinuity, including the total pressure difference across it, pressure values and total pressure contributions in the magnetosheath and magnetosphere bordering it, and velocity of the magnetopause related to pressure difference. This was done by analysing data from the MMS-project during crossings of the magnetopause in late 2017 and throughout 2018 at the subsolar point and dawn-/dusk flanks. While the results show in general good agreement with previous studies, some intriguing features were noted, including a pressure difference bias towards higher mean total pressures in the magnetosheath in all regions, as well as shift in dominating pressure in the magnetosphere from magnetic pressure at the subsolar point to thermal pressure on the flanks. Further study to confirm these features ought to be conducted. Finally, no clear connection was revealed between magnetopause velocity and pressure imbalance. / Magnetopausen är en viktig struktur i den jordnära rymden, där den ständigt utskickade solvinden från solen möter jordens magnetfält. Detta gränsområde mellan det så kallade magnetosheath på utsidan och magnetosfären på insidan är en diskontinuitet i ständig rörelse fram och tillbaka, upprätthållen av en tryckbalans på båda sidor, på vars yta en mycket viktig process för mass- och energitransport i universum sker kallad magnetisk rekonnektion. För att öka förståelsen för magnetopausen, har denna studie haft som mål att skapa ytterligare statistiskt material gällande diskontinuiteten. Detta inkluderar den totala tryckskillnaden över den, tryckvärden och deras bidrag till det totala trycket i magnetosheath och magnetosfären som gränsar den, samt magnetosfärens hastighet kopplat till tryckskillnaden över den. Detta gjordes genom analys av data från MMS-projektet, specifikt korsningar av magnetopausen i slutet av 2017 och under 2018 vid subsolar point och morgon- /kvällsflankerna. Om än resultaten visar på generellt sätt god överensstämmelse med tidigare studier, noterades en del intressanta resultat. Främst av dessa var en tydlig tendens för högre totalt tryck i magnetosheath jämfört med magnetosfären i alla undersökta regioner, samt ett oväntat skifte av dominerande tryck i magnetosfären från magnetiskt tryck vid subsolar point till termiskt tryck vid flankerna. Fortsatta studier för att bekräfta dessa resultat bör genomföras. Gällande magnetopaushastighet kopplat till tryckskillnad kunde ingen klar koppling ses från resultaten.

Abstract Photovoltaic (PV) solar panels are solar energy collection systems with increasing terrestrial and roof applications reported worldwide. If the terrestrial mounting does not require specific wind resistance verifications, installing them on top of flat and gable roofs implies a drastic change of the roofing systems geometry, thus a re-evaluation of the wind-induced pressure is necessary. Among the roof top applications, provisions exist for the flat roofs mounted solar panels, however, design recommendations for wind-induced loadings on PV solar panels arrays flush-mounted on gable roofs are not fully developed in current wind loading standards (SEAOC PV2-2012) and building codes (ASCE 07, NBCC 2015), in spite of the numerous applications on residential and agricultural buildings, primarily due to the limited research investigating this topic. The current dissertation employs CFD k-ɛ and LE (Large Eddy) simulations for analyzing the effects of wind acting on solar panels flush-mounted on gable roofs, considering the influence of several parameters such as: the slope of the gable roof, the wind directions, the spaces between the adjacent solar panel arrays and the clearance between the roof surface and the solar panels. A comprehensive database of solar panels with different installation parameters subjected to wind speeds were developed under the current research project. The database includes detailed distribution of wind-induced pressure coefficients for the three parallel surfaces constituting the roof-solar panels systems: the top and bottom surfaces of the panels, and the roof surface under the panels, which represents a novel approach in investigating and clarifying the wind effects on solar panels. This approach also provides in detail the variation of the pressure coefficients on the three surfaces, due to the change of installation conditions (roof slope, arrays spacing, roof clearance) and wind parameters (wind speed and wind direction). As an original contribution to the existing knowledge, this thesis found that the installation of solar arrays on gable roofs, redistributes the wind-induced pressure on both sides of the roof windward and leeward, resulting in total horizontal wind-induced pressures on the entire roof lower than that registered on the corresponding roof without solar panels. In addition, dominant resultant pressure coefficients on solar panels concluded to be lower than for the roof without panels. When the roof clearance increases, total average pressure coefficients on the roof supporting the panels decreases on both, windward and leeward sides of the roof. Moreover, when the roof clearance increases, the pressures in the cavity decrease significantly on both windward and leeward sides of the roof, which could impact the requirements for installing and fixing such panels on gable roofs. For example, for 10” clearance the flush-mounted solar panels were subject to pressure instead of suction. Similarly, when panel array spacing increases, the magnitude of the net mean pressure coefficients on the roof surface under the solar panels further decreases for all wind directions investigated.

No description available.

A concepção de aeronaves não convencionais a fim de alcançar um determinado desempenho ou melhoria operacional é sem dúvida um dos objetivos mais importantes da engenheira aeronáutica. Tais melhorias envolvem: redução de arrasto, redução da seção transversal, redução de ruído, redução da distância de decolagem e pouso, aumento da eficiência aerodinâmica, aumento da carga útil, entre outros. Por tanto, métodos de otimização multidisciplinar se tornaram em ferramentas muito úteis para aprimorar o projeto conceitual destas aeronaves. Neste contexto, este trabalho teve como objetivo o desenvolvimento do projeto conceitual de uma aeronave não convencional de combate e a análise de desempenho aerodinâmico do seu sistema de admissão de ar (Intake), tendo como principal característica, estar localizado na parte superior da fuselagem da aeronave (Dorsal Intake). O delineamento conceitual foi desenvolvido através da implementação de metodologias de otimização multidisciplinar de projeto (MDO) na fase de projeto paramétrico, integrando conceitos como: entropia estatística, desdobramento da função qualidade (QFD) e análise de restrições. Além disso, foram usados métodos analíticos e teóricos, ferramentas de desenho assistido por computador (CAD) e simulações da dinâmica dos fluidos computacionais (CFD) para otimizar e obter a configuração final da aeronave. Posteriormente, 5 configurações de asa delta foram selecionadas para avaliar as mudanças de desempenho do dorsal intake sob a influência aerodinâmica das superfícies principais da aeronave (Asa e Fuselagem), em regimes de voo subsônico (Mach = 0.4), transônico (Mach = 0.9) e supersônico (Mach = 1.7; 2) a diversos ângulos de ataque (De α = 10º a α = 30º ). Os resultados encontrados neste trabalho foram avaliados em separado, subsequentemente foram integrados, a fim de obter a nova concepção de aeronave não convencional de combate; a aplicação de MDO permitiu estimar as variáveis de projeto ideais para o desenvolvimento do projeto da aeronave, em relação a sua missão. Em contrapartida, os resultados da integração intake-estrutura mostram que apropriadas características de desempenho e compatibilidade foram mantidas durante as fases de voo subsônicas, para as 5 configurações de asa. No entanto, para velocidades transônicas, a configuração canard apresentou um acréscimo nos níveis de recuperação de pressão total, devido ao fluxo de alta energia na parte superior da fuselagem, o qual é produzido pelo vórtice do canard a moderados ângulos de ataque. Finalmente, para velocidades supersônicas, a asa com dispositivos LEX (Leading Edge Extensions) obteve os melhores níveis de recuperação de pressão total, pois a implementação destes dispositivos apresentou uma montagem mais vantajosa com sua fuselagem para gerar o cone de Mach, aumentando os níveis de recuperação de pressão total e reduzindo a distorção na face do motor. No entanto, para velocidades maiores a Mach = 2, sem importar a configuração de asa, a expansão do escoamento sobre a fuselagem e as asas da aeronave produziu um aumento no número Mach local na entrada do intake, o que reduziu os níveis de desempenho e compatibilidade do mesmo. Em consequência, a posição do intake na parte superior da fuselagem representa uma opção de configuração viável para aeronaves que requerem apenas capacidades de ângulo de ataque razoáveis, tais como aeronaves de caça ar-terra, sendo a asa com dispositivos LEX a geometria que representa melhores qualidades de desempenho na maioria dos 3 regimes de voo avaliados. / The conception of non-conventional aircraft with the aim of achieving a certain performance or operational improvement is undoubtedly, one of the most important objectives of the aeronautical engineering. These improvements involve: drag reduction, cross section reduction, noise reduction, shortening of take-off and landing distance, increase of aerodynamic efficiency, payload increase, among others. Therefore, optimization multidisciplinary methods became in very important tools to upgrade the conceptual design phase of these aircraft. In this context, this work had as aim the development of the conceptual design of a nonconventional fighter aircraft and the aerodynamic performance analysis of its air intake, having as main characteristic to be located at the top of the fuselage (Dorsal Intake). The conceptual design was developed through the implementation of multidisciplinary design optimization (MDO) methods in the parametric design phase, integrating concepts of: statistical entropy, quality function deployment (QFD) and constraint analysis. Besides that, it was used analytical and theoretical methods, computer-aided design (CAD) tools and computational fluid dynamics (CFD) simulations to optimize and obtain the final aircraft configuration. Subsequently, 5 delta wing configurations were selected to evaluate the dorsal intake performance changes under the aerodynamic influence of the main aircraft surfaces (Wings and Fuselage) in subsonic (Mach = 0.4), transonic (Mach = 0.9) and supersonic (Mach = 1.7; 2) flight regimes, at various angles of attack (From α = 10º to α = 30º ). The results found in this work were evaluated separately, later these were integrated, in order to get the new conception of non-conventional fighter aircraft; the MDO application allowed to estimate the ideal design variables for developing the aircraft design, regarding to its mission. On the other hand, the results of the intake-structure integration shown that appropriate performance and compatibility characteristics were maintained during the subsonic flight stages for the 5 wing configurations. However, for transonic velocities, the canard configuration presented an increase in the total pressure recovery levels, due to the high energy flux on the fuselage, which is produced by the canard vortex at moderate angles of attack. Finally, for supersonic velocities, the wing with LEX (Leading Edge Extensions) devices got the best levels of total pressure recovery, because the implementation of these devices presented a more advantageous assembly with its fuselage to generate the Mach cone, increasing the total pressure recovery levels and reducing the distortion at the engine face. However, for velocities higher than Mach = 2, regardless the wing configuration, the flow expansion on the fuselage and the wings produced an increase in the local Mach number in the intake entrance, which reduced the performance and compatibility levels of it. As a consequence, the top mounted intake position represents an option of viable configuration to aircraft that require only reasonable angles of attack capabilities, such as air-to-ground fighter aircraft, being the wing with LEX devices the geometry that represents better performance qualities in the majority of the 3 evaluated flight regimes.

In the last decades, the focus of internal combustion engine development has moved towards more efficient and less pollutant engines. In a Diesel engine, approximately 30-40% of the energy provided by combustion is lost through the exhaust gases. The exhaust gases are hot and therefore rich of energy. Some of this energy can be recovered by recycling the exhaust gases into turbocharger. However, the energy losses in the exhaust port are highly undesired and the mechanisms driving the total pressure losses in the exhaust manifold not fully understood. Moreover, the efficiency of the turbine is highly dependent on the upstream flow conditions. Thus, a numerical study of the flow in the exhaust port geometry of a Scania heavy-duty Diesel engine is carried out mainly by using the Large Eddy Simulation (LES) approach. The purpose is to characterize the flow in the exhaust port, analyze and identify the sources of the total pressure losses. Unsteady Reynolds Averaged Navier-Stokes (URANS) simulation results are included for comparison purposes. The calculations are performed with fixed valve and stationary boundary conditions for which experimental data are available. The simulations include a verification study of the solver using different grid resolutions and different valve lift states. The calculated numerical data are compared to existent measured pressure loss data. The results show that even global parameters like total pressure losses are predicted better by LES than by URANS. The complex three-dimensional flow structures generated in the flow field are qualitatively assessed through visualization and analyzed by statistical means. The near valve region is a major source of losses. Due to the presence of the valve, an annular, jet-like flow structure is formed where the high-velocity flow follows the valve stem into the port. Flow separation occurs immediately downstream of the valve seat on the walls of the port and also on the surface of the valve body. Strong longitudinal, non-stationary secondary flow structures (i.e. in the plane normal to the main flow direction) are observed in the exhaust manifold. Such structures can degrade the efficiency of a possible turbine of a turbocharger located downstream on the exhaust manifold. The effect of the valve and piston motion has also been studied by the Large Eddy Simulation (LES) approach. Within the exhaust process, the valves open while the piston continues moving in the combustion chamber. This process is often analyzed modeling the piston and valves at fixed locations, but conserving the total mass flow. Using advanced methods, this process can be simulated numerically in a more accurate manner. Based on LES data, the discharge coefficients are calculated following the strict definition. The results show that the discharge coefficient can be overestimated (about 20 %) when using simplified experiments, e. g. flow bench. Simple cases using fixed positions for valve and piston are contrasted with cases which consider the motion of piston and/or valves. The overall flow characteristics are compared within the cases. The comparison shows it is impossible to rebuild the dynamic flow field with the simplification with fixed valves. It is better to employ LES to simulate the dynamic flow and associated losses with valve and piston motion. / <p>QC 20131204</p>

A concepção de aeronaves não convencionais a fim de alcançar um determinado desempenho ou melhoria operacional é sem dúvida um dos objetivos mais importantes da engenheira aeronáutica. Tais melhorias envolvem: redução de arrasto, redução da seção transversal, redução de ruído, redução da distância de decolagem e pouso, aumento da eficiência aerodinâmica, aumento da carga útil, entre outros. Por tanto, métodos de otimização multidisciplinar se tornaram em ferramentas muito úteis para aprimorar o projeto conceitual destas aeronaves. Neste contexto, este trabalho teve como objetivo o desenvolvimento do projeto conceitual de uma aeronave não convencional de combate e a análise de desempenho aerodinâmico do seu sistema de admissão de ar (Intake), tendo como principal característica, estar localizado na parte superior da fuselagem da aeronave (Dorsal Intake). O delineamento conceitual foi desenvolvido através da implementação de metodologias de otimização multidisciplinar de projeto (MDO) na fase de projeto paramétrico, integrando conceitos como: entropia estatística, desdobramento da função qualidade (QFD) e análise de restrições. Além disso, foram usados métodos analíticos e teóricos, ferramentas de desenho assistido por computador (CAD) e simulações da dinâmica dos fluidos computacionais (CFD) para otimizar e obter a configuração final da aeronave. Posteriormente, 5 configurações de asa delta foram selecionadas para avaliar as mudanças de desempenho do dorsal intake sob a influência aerodinâmica das superfícies principais da aeronave (Asa e Fuselagem), em regimes de voo subsônico (Mach = 0.4), transônico (Mach = 0.9) e supersônico (Mach = 1.7; 2) a diversos ângulos de ataque (De &#945; = 10º a &#945; = 30º ). Os resultados encontrados neste trabalho foram avaliados em separado, subsequentemente foram integrados, a fim de obter a nova concepção de aeronave não convencional de combate; a aplicação de MDO permitiu estimar as variáveis de projeto ideais para o desenvolvimento do projeto da aeronave, em relação a sua missão. Em contrapartida, os resultados da integração intake-estrutura mostram que apropriadas características de desempenho e compatibilidade foram mantidas durante as fases de voo subsônicas, para as 5 configurações de asa. No entanto, para velocidades transônicas, a configuração canard apresentou um acréscimo nos níveis de recuperação de pressão total, devido ao fluxo de alta energia na parte superior da fuselagem, o qual é produzido pelo vórtice do canard a moderados ângulos de ataque. Finalmente, para velocidades supersônicas, a asa com dispositivos LEX (Leading Edge Extensions) obteve os melhores níveis de recuperação de pressão total, pois a implementação destes dispositivos apresentou uma montagem mais vantajosa com sua fuselagem para gerar o cone de Mach, aumentando os níveis de recuperação de pressão total e reduzindo a distorção na face do motor. No entanto, para velocidades maiores a Mach = 2, sem importar a configuração de asa, a expansão do escoamento sobre a fuselagem e as asas da aeronave produziu um aumento no número Mach local na entrada do intake, o que reduziu os níveis de desempenho e compatibilidade do mesmo. Em consequência, a posição do intake na parte superior da fuselagem representa uma opção de configuração viável para aeronaves que requerem apenas capacidades de ângulo de ataque razoáveis, tais como aeronaves de caça ar-terra, sendo a asa com dispositivos LEX a geometria que representa melhores qualidades de desempenho na maioria dos 3 regimes de voo avaliados. / The conception of non-conventional aircraft with the aim of achieving a certain performance or operational improvement is undoubtedly, one of the most important objectives of the aeronautical engineering. These improvements involve: drag reduction, cross section reduction, noise reduction, shortening of take-off and landing distance, increase of aerodynamic efficiency, payload increase, among others. Therefore, optimization multidisciplinary methods became in very important tools to upgrade the conceptual design phase of these aircraft. In this context, this work had as aim the development of the conceptual design of a nonconventional fighter aircraft and the aerodynamic performance analysis of its air intake, having as main characteristic to be located at the top of the fuselage (Dorsal Intake). The conceptual design was developed through the implementation of multidisciplinary design optimization (MDO) methods in the parametric design phase, integrating concepts of: statistical entropy, quality function deployment (QFD) and constraint analysis. Besides that, it was used analytical and theoretical methods, computer-aided design (CAD) tools and computational fluid dynamics (CFD) simulations to optimize and obtain the final aircraft configuration. Subsequently, 5 delta wing configurations were selected to evaluate the dorsal intake performance changes under the aerodynamic influence of the main aircraft surfaces (Wings and Fuselage) in subsonic (Mach = 0.4), transonic (Mach = 0.9) and supersonic (Mach = 1.7; 2) flight regimes, at various angles of attack (From &#945; = 10º to &#945; = 30º ). The results found in this work were evaluated separately, later these were integrated, in order to get the new conception of non-conventional fighter aircraft; the MDO application allowed to estimate the ideal design variables for developing the aircraft design, regarding to its mission. On the other hand, the results of the intake-structure integration shown that appropriate performance and compatibility characteristics were maintained during the subsonic flight stages for the 5 wing configurations. However, for transonic velocities, the canard configuration presented an increase in the total pressure recovery levels, due to the high energy flux on the fuselage, which is produced by the canard vortex at moderate angles of attack. Finally, for supersonic velocities, the wing with LEX (Leading Edge Extensions) devices got the best levels of total pressure recovery, because the implementation of these devices presented a more advantageous assembly with its fuselage to generate the Mach cone, increasing the total pressure recovery levels and reducing the distortion at the engine face. However, for velocities higher than Mach = 2, regardless the wing configuration, the flow expansion on the fuselage and the wings produced an increase in the local Mach number in the intake entrance, which reduced the performance and compatibility levels of it. As a consequence, the top mounted intake position represents an option of viable configuration to aircraft that require only reasonable angles of attack capabilities, such as air-to-ground fighter aircraft, being the wing with LEX devices the geometry that represents better performance qualities in the majority of the 3 evaluated flight regimes.

This master thesis is focused on design and aerodynamic analysis of subsonic turbine engine inlet in NACA duct configuration for unmanned aircraft. The first part of this paper is methodics for design considerations for NACA duct, which is based on theoretical analysis of this type of inlet. The acquired knowledge is used to design an inlet for the specified unmanned aircraft that is subject of CFD analysis. The impact of deflectors is considered in the evaluation and the solution is compared to the S-duct inlet. The proposed inlet with deflectors meets DC60 distortion criterion for all specified cases and the pressure losses requirements are met for lower velocities. Based on the results, the recommended application is for aircraft that flies in optimal design conditions for most of the mission.