http://smartech.gatech.edu/handle/1853/6026 Prepares students at the Bachelor's, Master's, and Doctoral levels for a career in vehicle engineering, with primary emphasis on flight vehicles. Search the Channel search http://smartech.gatech.edu/simple-search http://smartech.gatech.edu/handle/1853/24823 Title: Dynamics of Perturbed Exothermic Bluff-Body Flow-Fields <br/> <br/>Authors: Shanbhogue, Santosh Janardhan <br/> <br/>Abstract: This thesis describes research on acoustically excited bluff body flow-fields, motivated by the problem of combustion instabilities in devices utilizing these types of flame-holders. Vortices/convective-structures play a dominant role in perturbing the flame during these combustion instabilities. This thesis addresses a number of issues related to the origin, evolution and the interaction of these structures with the flame. The first part of this thesis reviews the fluid mechanics of non-reacting and reacting bluff body flows. The second part describes the spatio/temporal characteristics of bluff-body flames responding to excitation. The key processes controlling the flame response have been identified as 1) the anchoring of the flame at the bluff body, 2) the excitation of flame-front wrinkles by the oscillating velocity field and 3) flame propagation normal to itself at the local flame speed. The first two processes control the growth of the flame response and the last process controls the decay. The third part of this thesis describes the effect of acoustic excitation on the velocity field of reacting bluff body flows. Acoustic disturbances excite the Kelvin-Helmholtz (KH) instability of the reacting shear layer. This leads to a spatially decaying vorticity field downstream of the bluff body in the shear layers. The length over which the decay occurs was shown to scale with the length of the recirculation zone of the bluff body, i.e. the length over which the velocity profile transitions from shear layer to wake. The flame influences this decay process in two ways. Gas expansion across the flame reduces the extent of shear by reducing the magnitude of negative velocities within the recirculation zone. This combined with the higher product diffusivity reduces the length of the recirculation zone, thereby further augmenting the decay of the vorticity fluctuations. Lastly, these results also revealed phase jitter - a cycle-to-cycle variation in the position of the rolled-up vortices. Close to the bluff-body, phase jitter is very low but increases monotonically in the downstream direction. This leads to significant differences between instantaneous and ensemble averaged flow fields and, in particular, the decay rate of the vorticity in the downstream direction. http://smartech.gatech.edu/handle/1853/24819 Title: An adaptive modeling and simulation environment for combined-cycle data reconciliation and degradation estimation <br/> <br/>Authors: Lin, TsungPo <br/> <br/>Abstract: Performance engineers face the major challenge in modeling and simulation for the after-market power system due to system degradation and measurement errors. Currently, the majority in power generation industries utilizes the deterministic data matching method to calibrate the model and cascade system degradation, which causes significant calibration uncertainty and also the risk of providing performance guarantees. In this research work, a maximum-likelihood based simultaneous data reconciliation and model calibration (SDRMC) is used for power system modeling and simulation. By replacing the current deterministic data matching with SDRMC one can reduce the calibration uncertainty and mitigate the error propagation to the performance simulation. A modeling and simulation environment for a complex power system with certain degradation has been developed. In this environment multiple data sets are imported when carrying out simultaneous data reconciliation and model calibration. Calibration uncertainties are estimated through error analyses and populated to performance simulation by using principle of error propagation. System degradation is then quantified by performance comparison between the calibrated model and its expected new & clean status. To mitigate smearing effects caused by gross errors, gross error detection (GED) is carried out in two stages. The first stage is a screening stage, in which serious gross errors are eliminated in advance. The GED techniques used in the screening stage are based on multivariate data analysis (MDA), including multivariate data visualization and principle component analysis (PCA). Subtle gross errors are treated at the second stage, in which the serial bias compensation or robust M-estimator is engaged. To achieve a better efficiency in the combined scheme of the least squares based data reconciliation and the GED technique based on hypotheses testing, the Levenberg-Marquardt (LM) algorithm is utilized as the optimizer. To reduce the computation time and stabilize the problem solving for a complex power system such as a combined cycle power plant, meta-modeling using the response surface equation (RSE) and system/process decomposition are incorporated with the simultaneous scheme of SDRMC. The goal of this research work is to reduce the calibration uncertainties and, thus, the risks of providing performance guarantees arisen from uncertainties in performance simulation. http://smartech.gatech.edu/handle/1853/24763 Title: Composite Skid Landing Gear Design Investigation <br/> <br/>Authors: Shrotri, Kshitij <br/> <br/>Abstract: A Composite Skid Landing Gear Design investigation has been conducted. Limit Drop Test as per Federal Aviation Regulations (FAR) Part 27.725 and Crash test as per MIL STD 1290A (AV) were simulated using ABAQUS to evaluate performance of multiple composite fiber-matrix systems. Load factor developed during multiple landing scenarios and energy dissipated during crash were computed. Strength and stiffness based constraints were imposed. Tsai-Wu and LaRC04 physics based failure criteria were used for limit loads. Hashin s damage initiation criteria with Davila-Camanho s energy based damage evolution law were used for crash. Initial results indicate that an all single-composite skid landing gear may not be feasible due to strength concerns in the cross member bends. Hybridization of multiple composites with elasto-plastic aluminum 7075 showed proof of strength under limit loads. Laminate tailoring for load factor optimization under limit loads was done by parameterization of a single variable fiber orientation angle for multiple laminate families. Tsai-Wu failure criterion was used to impose strength constraints. A quasi-isotropic N = 4 (pi/4) 48 ply IM7/8552 laminate was shown to be the optimal solution with a load factor under level landing condition equaling 4.17g s. LaRC04 predicts that failures will be initiated as matrix cracking under compression and fiber kinking under in-plane shear and longitudinal compression. All failures under limit loads being reported in the metal-composite hybrid joint, the joint was simulated by adhesive bonding and filament winding, separately. Simply adhesive bonding the metal and composite regions does not meet strength requirements. Filament wound bolted metal-composite joint shows proof of strength. Filament wound composite bolted to metal cross member radii is the final joining methodology. Finally, crash analysis was conducted as per requirements from MIL STD 1290A (AV). Crash at 42 ft/sec with 1 design gross weight (DGW) lift was simulated using ABAQUS. Plastic and friction energy dissipation in the reference aluminum skid landing gear were compared with plastic, friction and damage energy dissipation in the hybrid metal-composite design. Damage in composites was modeled as progressive damage with Hashin s damage initiation criteria and Davila-Camanho s energy based damage evolution law. The latter meets requirements of aircraft kinetic energy dissipation up to 20 ft/sec (67.6 kJ) as per MIL STD 1290A (AV). Weight saving possibility of up to 49% over conventional metal skid landing gear is reported. The final design recommended includes Ke49/PEEK skids, 48 ply IM7/8552 cross member tapered beams and, Al 7075 cross member bend radii bolted to the filament wound composite tapered beam. Concerns in composite skid landing gear designs, testing requirements and future opportunities are addressed. http://smartech.gatech.edu/handle/1853/24757 Title: Structural Design of Composite Rotor Blades with Consideration of Manufacturability, Durability, and Manufacturing Uncertainties <br/> <br/>Authors: Li, Leihong <br/> <br/>Abstract: A modular structural design methodology for composite blades is developed. This design method can be used to design composite rotor blades with sophisticate geometric cross-sections. This design method hierarchically decomposed the highly-coupled interdisciplinary rotor analysis into global and local levels. In the global level, aeroelastic response analysis and rotor trim are conduced based on multi-body dynamic models. In the local level, variational asymptotic beam sectional analysis methods are used for the equivalent one-dimensional beam properties. Compared with traditional design methodology, the proposed method is more efficient and accurate. Then, the proposed method is used to study three different design problems that have not been investigated before. The first is to add manufacturing constraints into design optimization. The introduction of manufacturing constraints complicates the optimization process. However, the design with manufacturing constraints benefits the manufacturing process and reduces the risk of violating major performance constraints. Next, a new design procedure for structural design against fatigue failure is proposed. This procedure combines the fatigue analysis with the optimization process. The durability or fatigue analysis employs a strength-based model. The design is subject to stiffness, frequency, and durability constraints. Finally, the manufacturing uncertainty impacts on rotor blade aeroelastic behavior are investigated, and a probabilistic design method is proposed to control the impacts of uncertainty on blade structural performance. The uncertainty factors include dimensions, shapes, material properties, and service loads.