Assessment of Buffet Forcing Function Development Process Using Unsteady Pressure Sensitive Paint

A wind tunnel test was conducted at the Ames Unitary Plan Wind Tunnel to characterize the transonic buffet environment of a generic launch vehicle forebody. The test examined a highly instrumented version of the Coe and Nute Model 11 test article first tested in the 1960s. One of the measurement techniques used during this test was unsteady pressure sensitive paint (uPSP) developed at the Arnold Engineering Development Complex. This optical measurement technique measured fluctuating pressures at over 300,000 locations on the surface of the model. The high spatial density of these measurements provided an opportunity to examine in depth the assumptions underpinning the development of buffet forcing functions (BFFs) used in the development of the Space Launch System vehicle. The comparison of discrete-measurement-based BFFs to BFFs developed by continuous surface pressure integration indicates that the current BFF development approach under predicts low frequency content of the BFFs while over predicting high frequency content. Coherence-based adjustments employed to reduce over prediction in the surface integration of discrete pressure measurements contribute to the inaccuracy of the BFFs and their implementation should be reevaluated

Ares Launch Vehicle Transonic Buffet Testing and Analysis Techniques

It is necessary to define the launch vehicle buffet loads to ensure that structural components and vehicle subsystems possess adequate strength, stress, and fatigue margins when the vehicle structural dynamic response to buffet forcing functions are considered. In order to obtain these forcing functions, the accepted method is to perform wind-tunnel testing of a rigid model instrumented with hundreds of unsteady pressure transducers designed to measure the buffet environment across the desired frequency range. The buffet wind-tunnel test program for the Ares Crew Launch Vehicle employed 3.5 percent scale rigid models of the Ares I and Ares I-X launch vehicles instrumented with 256 unsteady pressure transducers each. These models were tested at transonic conditions at the Transonic Dynamics Tunnel at NASA Langley Research Center. The ultimate deliverable of the Ares buffet test program are buffet forcing functions (BFFs) derived from integrating the measured fluctuating pressures on the rigid wind-tunnel models. These BFFs are then used as input to a multi-mode structural analysis to determine the vehicle response to buffet and the resulting buffet loads and accelerations. This paper discusses the development of the Ares I and I-X rigid buffet model test programs from the standpoint of model design, instrumentation system design, test implementation, data analysis techniques to yield final products, and presents normalized sectional buffet forcing function root-mean-squared levels

Analysis of a Transonic Alternating Flow Phenomenon Observed During Ares Crew Launch Vehicle Wind Tunnel Tests

A transonic wind tunnel test of the Ares I-X Rigid Buffet Model (RBM) identified a Mach number regime where unusually large buffet loads are present. A subsequent investigation identified the cause of these loads to be an alternating flow phenomenon at the Crew Module-Service Module junction. The conical design of the Ares I-X Crew Module and the cylindrical design of the Service Module exposes the vehicle to unsteady pressure loads due to the sudden transition from separated to attached flow about the cone-cylinder junction with increasing Mach number. For locally transonic conditions at this junction, the flow randomly fluctuates back and forth between a subsonic separated flow and a supersonic attached flow. These fluctuations produce a square-wave like pattern in the pressure time histories which, upon integration result in large amplitude, impulsive buffet loads. Subsequent testing of the Ares I RBM found much lower buffet loads since the evolved Ares I design includes an ogive fairing that covers the Crew Module-Service Module junction, thereby making the vehicle less susceptible to the onset of alternating flow. An analysis of the alternating flow separation and attachment phenomenon indicates that the phenomenon is most severe at low angles of attack and exacerbated by the presence of vehicle protuberances. A launch vehicle may experience either a single or, at most, a few impulsive loads since it is constantly accelerating during ascent rather than dwelling at constant flow conditions in a wind tunnel. A comparison of a wind-tunnel-test-data-derived impulsive load to flight-test-data-derived load indicates a significant over-prediction in the magnitude and duration of the buffet loa

Analysis of Ares Crew Launch Vehicle Transonic Alternating Flow Phenomenon

A transonic wind tunnel test of the Ares I-X Rigid Buffet Model (RBM) identified a Mach number regime where unusually large buffet loads are present. A subsequent investigation identified the cause of these loads to be an alternating flow phenomenon at the Crew Module-Service Module junction. The conical design of the Ares I-X Crew Module and the cylindrical design of the Service Module exposes the vehicle to unsteady pressure loads due to the sudden transition between a subsonic separated and a supersonic attached flow about the cone-cylinder junction as the local flow randomly fluctuates back and forth between the two flow states. These fluctuations produce a square-wave like pattern in the pressure time histories resulting in large amplitude, impulsive buffet loads. Subsequent testing of the Ares I RBM found much lower buffet loads since the evolved Ares I design includes an ogive fairing that covers the Crew Module-Service Module junction, thereby making the vehicle less susceptible to the onset of alternating flow. An analysis of the alternating flow separation and attachment phenomenon indicates that the phenomenon is most severe at low angles of attack and exacerbated by the presence of vehicle protuberances. A launch vehicle may experience either a single or, at most, a few impulsive loads since it is constantly accelerating during ascent rather than dwelling at constant flow conditions in a wind tunnel. A comparison of a windtunnel- test-data-derived impulsive load to flight-test-data-derived load indicates a significant over-prediction in the magnitude and duration of the buffet load. I. Introduction On

Effect of Surface Pressure Integration Methodology on Launch Vehicle Buffet Forcing Functions

The 2014 test of the Space Launch System (SLS) Rigid Buffet Model conducted at the NASA Langley Transonic Dynamics Tunnel employed an extremely high number of unsteady pressure transducers. The high channel count provided an opportunity to examine the effect of transducer placement on the resulting buffet forcing functions (BFFs). Rings of transducers on the forward half of the model were employed to simulate a single-body vehicle. The impact of transducer density, circumferential distribution, and loss of a single transducer on the resulting BFFs were examined. Rings of transducers on the aft half of the SLS model were employed to examine the effect of transducer density and circumferential distribution on BFFs for a multi-body configuration. Transducer placement considerations with respect to model size, facility infrastructure, and data acquisition system capabilities, which affect the integration process, are also discussed

Overview of the Space Launch System Transonic Buffet Environment Test Program

Fluctuating aerodynamic loads are a significant concern for the structural design of a launch vehicle, particularly while traversing the transonic flight environment. At these trajectory conditions, unsteady aerodynamic pressures can excite the vehicle dynamic modes of vibration and result in high structural bending moments and vibratory environments. To ensure that vehicle structural components and subsystems possess adequate strength, stress, and fatigue margins in the presence of buffet and other environments, buffet forcing functions are required to conduct the coupled load analysis of the launch vehicle. The accepted method to obtain these buffet forcing functions is to perform wind-tunnel testing of a rigid model that is heavily instrumented with unsteady pressure transducers designed to measure the buffet environment within the desired frequency range. Two wind-tunnel tests of a 3 percent scale rigid buffet model have been conducted at the Langley Research Center Transonic Dynamics Tunnel (TDT) as part of the Space Launch System (SLS) buffet test program. The SLS buffet models have been instrumented with as many as 472 unsteady pressure transducers to resolve the buffet forcing functions of this multi-body configuration through integration of the individual pressure time histories. This paper will discuss test program development, instrumentation, data acquisition, test implementation, data analysis techniques, and several methods explored to mitigate high buffet environment encountered during the test program. Preliminary buffet environments will be presented and compared using normalized sectional buffet forcing function root-meansquared levels along the vehicle centerline

An Overview of the Characterization of the Space Launch Vehicle Aerodynamic Environments

Aerodynamic environments are some of the rst engineering data products that are needed to design a space launch vehicle. These products are used in performance predic- tions, vehicle control algorithm design, as well as determing loads on primary and secondary structures in multiple discipline areas. When the National Aeronautics and Space Admin- istration (NASA) Space Launch System (SLS) Program was established with the goal of designing a new, heavy-lift launch vehicle rst capable of lifting the Orion Program Multi- Purpose Crew Vehicle (MPCV) to low-earth orbit and preserving the potential to evolve the design to a 200 metric ton cargo launcher, the data needs were no di erent. Upon commencement of the new program, a characterization of aerodynamic environments were immediately initiated. In the time since, the SLS Aerodynamics Team has produced data describing the majority of the aerodynamic environment de nitions needed for structural design and vehicle control under nominal ight conditions. This paper provides an overview of select SLS aerodynamic environments completed to date

Differentiating and quantifying carbonaceous (tire, bitumen, and road marking wear) and non-carbonaceous (metals, minerals, and glass beads) non-exhaust particles in road dust samples from a traffic environment

Tires, bitumen, and road markings are important sources of traffic-derived carbonaceous wear particles and microplastic (MP) pollution. In this study, we further developed a machine-learning algorithm coupled to an automated scanning electron microscopy/energy dispersive X-ray spectroscopy (SEM/EDX) analytical approach to classify and quantify the relative number of the following subclasses contained in environmental road dust: tire wear particles (TWP), bitumen wear particles (BiWP), road markings, reflecting glass beads, metallics, minerals, and biogenic/organics. The method is non-destructive, rapid, repeatable, and enables information about the size, shape, and elemental composition of particles 2–125 μm. The results showed that the method enabled differentiation\ua0between TWP and BiWP for particles > 20 μm with satisfying results. Furthermore, the relative number concentration of the subclasses was similar in both analyzed size fractions (2–20 μm and 20–125 μm), with minerals as the most dominant subclass (2–20 μm x̄ = 78%, 20–125 μm x̄ = 74%) followed by tire and bitumen wear particles, TBiWP, (2–20 μm x̄ = 19%, 20–125 μm x̄ = 22%). Road marking wear, glass beads, and metal wear contributed to x̄ = 1%, x̄ = 0.1%, and x̄ = 1% in the 2–20-μm fraction and to x̄ = 0.5%,x̄ = 0.2%, and x̄ = 0.4% in the 20–125-μm fraction. The present results show that road dust appreciably consists of TWP and BiWP within both the coarse and the fine size fraction. The study delivers quantitative evidence of the importance of tires, bitumen, road marking, and glass beads besides minerals and metals to wear particlesand MP pollution in traffic environments based on environmental (real-world) sample

Aeroelastic Response and Protection of Space Shuttle External Tank Cable Trays

Sections of the Space Shuttle External Tank Liquid Oxygen (LO2) and Liquid Hydrogen (LH2) cable trays are shielded from potentially damaging airloads with foam Protuberance Aerodynamic Load (PAL) Ramps. Flight standard design LO2 and LH2 cable tray sections were tested with and without PAL Ramp models in the United States Air Force Arnold Engineering Development Center s (AEDC) 16T transonic wind tunnel to obtain experimental data on the aeroelastic stability and response characteristics of the trays and as part of the larger effort to determine whether the PAL ramps can be safely modified or removed. Computational Fluid Dynamic simulations of the full-stack shuttle launch configuration were used to investigate the flow characeristics around and under the cable trays without the protective PAL ramps and to define maximum crossflow Mach numbers and dynamic pressures experienced during launch. These crossflow conditions were used to establish wind tunnel test conditions which also included conservative margins. For all of the conditions and configurations tested, no aeroelastic instabilities or unacceptable dynamic response levels were encountered and no visible structural damage was experienced by any of the tested cable tray sections. Based upon this aeroelastic characterization test, three potentially acceptable alternatives are available for the LO2 cable tray PAL Ramps: Mini-Ramps, Tray Fences, or No Ramps. All configurations were tested to maximum conditions, except the LH2 trays at -15 deg. crossflow angle. This exception is the only caveat preventing the proposal of acceptable alternative configurations for the LH2 trays as well. Structural assessment of all tray loads and tray response measurements from launches following the Shuttle Return To Flight with the existing PAL Ramps will determine the acceptability of these PAL Ramp alternatives

Solution of an industrially relevant coupled magneto–mechanical problem set on an axisymmetric domain

Eddy currents are generated when low frequency magnetic fields interact with conducting components and this, in turn, generates Lorentz forces, which can cause these metallic components to deform and vibrate. An important application of this magneto–mechanical coupling is in coil design for magnetic resonance imaging scanners, where such vibrations can have unwanted effects such as ghosting of images, reduction of the life span of devices and discomfort for the patient. This work is aimed at developing an accurate computational tool for better understanding these deformations by considering a benchmark problem proposed by Siemens plc (Kruip, personal communication, 2013) on an idealised axisymmetric geometry. We present a new fixed point algorithm and develop new weak variational statements, which use a stress tensor approach for force calculation and permit discretisation using H1 conforming hp-version finite elements. Numerical results are included, which show the importance of high order finite elements for predicting the eddy currents and the associated coupling in the resonance region