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Transcript of Simulation and control of fluid flows around objects using computational fluid dynamics
SIMULATION AND CONTROL OF FLUID FLOWS
AROUND OBJECTS USING COMPUTATIONAL
FLUID DYNAMICS
by
Sagar Kamat
P.R.No.200801395
A Project Report
submitted in partial fulfillment
of the requirements for the degree of
Bachelor of Engineering
in
Mechanical Engineering
Under the guidance of
B.S.Manohar Shankar
Selection Grade Lecturer
Department of Mechanical Engineering
Goa College of Engineering
Goa University
2012
Project Approval Sheet
The project titled
“SIMULATION AND CONTROL OF FLUID FLOWS AROUND OBJECTS
USING COMPUTATIONAL FLUID DYNAMICS”
by
Mr. Sagar Kamat
completed in the year 2011-2012 is approved as a partial fulfillment of the requirements for the
degree of BACHELOR OF ENGINEERING in MECHANICAL ENGINEERING and is a
record of bonafide work carried out successfully under our guidance.
(Project Guide)
B.S.Manohar Shankar
Selection Grade Lecturer
Department of Mechanical Engineering
(Head of Department) (Principal)
Prof. Uday Amonkar Mr. Vivek Kamat
Head of Dept. of Mechanical Engineering Goa College of Engineering
Place: Farmagudi, Goa
Date:
CERTIFICATE
This is to certify that the project titled
“SIMULATION AND CONTROL OF FLUID FLOWS AROUND OBJECTS
USING COMPUTATIONAL FLUID DYNAMICS”
by
Mr. Sagar Kamat
has been satisfactorily completed in the academic year 2011-2012 as a partial fulfillment of the
requirement for the degree course in BACHELOR OF ENGINEERING in MECHANICAL
ENGINEERING, at Goa College of Engineering, Farmagudi-Goa.
(Internal Examiner) (External Examiner)
(Head of Department)
Place: Farmagudi, Goa
Date:
1
ACKNOWLEDGEMENTS
I would like to sincerely thank my Guide, Prof. B. S. Manohar Shankar for the
inspiration, guidance and support extended to me during the course of the project.
Without his constant motivation and support, I would not have been able to take up
Goa University’s first CFD Project, let alone complete it successfully.
I would like to thank Prof. Uday Amonkar, Head of Mechanical Engineering
Department of Goa College of Engineering, for all the support and encouragement.
Heartfelt gratitude to Prof. Mahesh Caisucar and Prof. Chetan Desai for all the
timely inspiration and motivation they provided when I needed it the most.
Last but not the least, a sincere thanks to my family and friends for providing all
the emotional support required for the ambitious project I set out to complete.
2
ABSTRACT
With the increase in complexity of the challenges faced by mankind, a need has been felt
to come up with increasingly elaborate solutions to these problems. Be it in the field of
advanced aerospace technologies or high speed transportation, man has felt the need to
develop and test vehicles with tailor-made aerodynamic properties. However, complex
technologies also bring along complex problems. Conventional testing methods cannot be
always satisfactorily used for such systems, either due to lack of knowledge or the high
costs involved. A third, complementary approach namely, Computational Fluid
Dynamics (CFD) is therefore fast gaining ground. CFD makes use of the computing
powers of modern-day digital computers to simulate and study physical situations and
test new systems under various conditions.
This project was aimed at understanding the fundamental concepts of this cutting-edge
approach to research and development and applying them to simulate and control the
fluid around objects.
The main objectives of the project were:
To understand and assimilate the fundamentals of Computational Fluid Dynamics
To use the techniques of CFD to simulate and study the effect of various
parameters on flows around objects such as cylinders, flat plates and Airfoils
Owing to the complex nature of the subject, the first phase of the project involved
understanding of the concepts of CFD and the fundamentals of Fluid Dynamics.
In the second phase, we made use of the concepts learned to simulate fluid flows around
various objects and extracted tangible, practical results and conclusions.
3
Table of Contents
ACKNOWLEDGEMENTS ................................................................................. 1
ABSTRACT ......................................................................................................... 2
Chapter 1 COMPUTATIONAL FLUID DYNAMICS ...................................... 7
1.1 What is Computational Fluid Dynamics .................................................................................... 7
1.2 Why Computational Fluid Dynamics .......................................................................................... 8
1.3 Some Applications of CFD ......................................................................................................... 9
Chapter 2 THE CFD PROCESS ........................................................................11
2.1 Pre-Processing........................................................................................................................... 11
2.2 Solving ...................................................................................................................................... 12
2.3 Post Processing ......................................................................................................................... 12
Chapter 3 GOVERNING LAWS OF FLUID DYNAMICS .............................14
3.1 Continuity Equation .................................................................................................................. 15
3.2 Momentum Equations ............................................................................................................... 16
3.3 Energy Equation ........................................................................................................................ 16
3.4 Physical Boundary Conditions .................................................................................................. 17
3.5 Discretization ............................................................................................................................ 18
Chapter 4 MESHING .........................................................................................19
4.1 Structured Grid.......................................................................................................................... 20
4.2 Unstructured Grids .................................................................................................................... 20
4.3 Hybrid Grids ............................................................................................................................. 21
Chapter 5 EXTERNAL FLOWS AROUND OBJECTS ..................................22
5.1 Drag and Lift ............................................................................................................................. 22
5.2 Laminar and Turbulent Flows ................................................................................................... 23
4
Chapter 6 AIRFOILS .........................................................................................25
Chapter 7 ANSYS ...............................................................................................28
7.1 CFD IN ANSYS ....................................................................................................................... 28
7.2 ANSYS FLOTRAN .................................................................................................................. 29
7.3 ANSYS FLUENT ..................................................................................................................... 30
Chapter 8 SIMULATION OF FLOW AROUND OBJECTS ..........................32
8.1 Flow over a Flat Plate ............................................................................................................... 32
8.2 Flow around a Cylinder ............................................................................................................. 35
Chapter 9 CONTROL OF FLUID FLOWS ......................................................38
9.1 Variation of Cd for an elliptical cross section with change in chord-to-thickness ratio ............. 38
9.2 Variation of point of Flow separation with change in flow velocity .......................................... 43
9.3 Variation of Lift generated by an Airfoil with Angle of Attack ................................................ 45
Chapter 10 CONCLUSIONS .............................................................................48
10.1 General Conclusions ................................................................................................................. 48
10.2 Future scope of work ................................................................................................................. 48
REFERENCES ...................................................................................................49
APPENDIX .........................................................................................................50
5
List of Figures
Figure 1-1 Study of Fluid Dynamics ........................................................................................................... 7
Figure 1-2 Design of Turbo Machinery ...................................................................................................... 9
Figure 1-3 IC Engine Design ...................................................................................................................... 9
Figure 1-4 Automobile Design ................................................................................................................... 9
Figure 1-5 Aerospace Engineering ............................................................................................................ 10
Figure 1-6 Sports Equipment Design ........................................................................................................ 10
Figure 1-7 Civil Engineering .................................................................................................................... 10
Figure 4-1 2D Mesh Elements- quads and tris .......................................................................................... 19
Figure 4-2 3D Mesh Elements- hexes, tets, pyramids and prisms ............................................................. 19
Figure 4-3 Structured Grids ...................................................................................................................... 20
Figure 4-4 Unstructured Grids .................................................................................................................. 20
Figure 4-5 Hybrid Grids............................................................................................................................ 21
Figure 4-6 A mesh refined towards the bottom surface ............................................................................ 21
Figure 6-1 An airfoil ................................................................................................................................. 25
Figure 6-2 Some airfoils ........................................................................................................................... 26
Figure 6-3 Airfoil Terminology ................................................................................................................ 27
Figure 7-1 ANSYS MECHANICAL FLOTRAN USER INTERFACE .................................................... 29
Figure 7-2 Internal combustion engine modeled using ANSYS Fluent .................................................... 30
Figure 7-3 ANSYS FLUENT USER INTERFACE .................................................................................. 31
Figure 8-1 Velocity Boundary Layer ........................................................................................................ 32
Figure 8-2 Computational space for simulation of flow over flat plate ..................................................... 32
Figure 8-3 Grid Generated for Simulation of Flow over Flat Plate ........................................................... 33
Figure 8-4 Velocity Contours obtained for Fluid flow over a flat plate .................................................... 34
Figure 8-5 Direction Vectors obtained for Fluid Flow over Flat plate ...................................................... 34
Figure 8-6 Computational Space for Simulation of Fluid Flow around a cylinder .................................... 35
Figure 8-7 Mesh Generated for Simulation of Fluid Flow over a cylinder................................................ 36
6
Figure 8-8 Direction vectors obtained for Fluid Flow around a cylinder .................................................. 36
Figure 8-9 Velocity contours obtained for Fluid Flow around cylinder .................................................... 37
Figure 8-10 Graph of Pressure Coefficient v/s Position for a cylinder ...................................................... 37
Figure 9-1 Computational Space for study of effect of streamlining on drag forces ................................. 38
Figure 9-2 Grid Generated for Study of effect of streamlining on drag forces .......................................... 39
Figure 9-3 Variation of Cd with chord-to-thickness ratio ......................................................................... 40
Figure 9-4 Direction vectors of flow ......................................................................................................... 41
Figure 9-5 Velocity Contours ................................................................................................................... 42
Figure 9-6 Graphs of Pressure coefficient vs Position .............................................................................. 43
Figure 9-7 Variation of Point of Flow Separation with velocity ............................................................... 44
Figure 9-8 C-Mesh generated for Study of Airfoils .................................................................................. 45
Figure 9-9 Lift curve obtained for NACA 0012 ........................................................................................ 46
Figure 9-10 Pressure contours at different Angles of attack...................................................................... 47
7
Chapter 1
COMPUTATIONAL FLUID DYNAMICS
1.1 What is Computational Fluid Dynamics
Computational Fluid Dynamics is the analysis of systems involving fluid flow, heat transfer and
associated phenomena such as chemical reactions by means of computer-based simulation.
Figure 1-1 Study of Fluid Dynamics
Traditionally, analysis of such systems involved two different approaches. In the earlier days ,
the analysis was done using pure physical experimentation and observation of the different
phenomenon. With time, theoretical approach started gaining ground. Until a couple of decades
ago, one would have to use either of these two approaches- pure theory or pure experimentation-
to study problems of fluid dynamics. However, both these approaches had their limitations.
While theoretical approach was limited by our knowledge of the flow at high speeds and high
temperatures, experimental approach was limited by the high costs. Ground test facilities, like
wind tunnels, do not exist for all types of conditions, such as in hypersonic flight regimes, which
need simultaneous simulation of high Mach numbers as well as high flow field temperatures.
However, the advent of high speed digital computers along with the development of accurate
numerical algorithms for solving physical problems on these computers has revolutionized the
study and practice of fluid dynamics today. It has resulted into a third approach in fluid
dynamics—the approach of Computational Fluid Dynamics.
Experimental Fluid
Dynamics
Computational Fluid Dynamics
Theoretical Fluid
Dynamics
8
CFD is basically simulating of physical problems using a computer to study and analyze various
phenomenon. By simulating a wide array of physical conditions and system configurations,
various observations can be made which would be otherwise impossible. CFD is a
complementary third method that has to be used in conjunction with the other two methods. It
will never replace either of the two methods. The future of advancement of Fluid Dynamics rests
upon carefully balancing the three approaches, with CFD helping to interpret and understand the
results of theory and experiment and vice versa.
1.2 Why Computational Fluid Dynamics
CFD is by no means a cheap approach. The investment costs of a CFD capability are not small.
Along with the high cost of hardware and software, an organization needs qualified personnel to
model the situations, run the codes and communicate their results. But the total expense is not
normally as great as that of a high quality experimental facility. Moreover, there are several
unique advantages of CFD over experiment-based approaches to fluid systems design, such as:
Substantial reduction of lead times and costs of new designs
Ability to study systems where controlled experiments are difficult or impossible
to perform (e.g. very large systems)
Ability to study systems under hazardous conditions at and beyond their normal performance limits (e.g. safety studies and accident scenarios)
Practically unlimited level of detail of results
The variable cost of an experiment, in terms of facility hire and/or man-hour costs, is
proportional to the number of data points and the number of configurations tested. In
contrast CFD codes can produce extremely large volumes of results at virtually no
added expense and it is very cheap to perform parametric studies, for instance to
optimize equipment performance
Also, as raw computing power is getting cheaper every day, CFD continues to become a
sssmore lucrative approach
CFD results are analogous to wind tunnel experiments, i.e. they both represent sets of data for a
given flow configuration at different Mach numbers, Reynolds number etc. However, unlike a
wind tunnel which is generally a heavy unwieldy device, a computer program is portable.
Moreover, the CFD program gives us concrete numerical data which can be used to infer various
results. Minor tweaks can be made to the program to study physically disparate phenomenon.
CFD data can be also used to interpret results of physical experimentation.
CFD often provide valuable data that can be directly incorporated while designing systems. For
example, in the development of an aircraft, CFD provides the means for calculating the detailed
flow field around a complete airplane configuration. This data can be used by structural
engineers, aerodynamicists etc to take appropriate design decisions.
9
In short, CFD is playing a strong role as a Research and Design tool and has become a powerful
influence on the way fluid dynamists and aerodynamicists do business.
1.3 Some Applications of CFD
Some of the applications in which CFD is making in impact are as below:
Figure 1-2 Design of Turbo Machinery
Figure 1-3 IC Engine Design
Figure 1-4 Automobile Design
10
Figure 1-5 Aerospace Engineering
Figure 1-6 Sports Equipment Design
Figure 1-7 Civil Engineering
11
Chapter 2
THE CFD PROCESS
CFD codes are structured around the numerical algorithms that can tackle fluid flow problems.
In order to provide easy access to their solving power all commercial CFD packages include
sophisticated user interfaces to input problem parameters and to examine the results. Hence all
codes contain three main elements:
a pre-processor
a solver
a post-processor
We briefly examine the function of each of these elements within the context of a CFD code.
2.1 Pre-Processing
Pre-processing consists of the input of a flow problem to a CFD program by means
of an operator-friendly interface and the subsequent transformation of this input into a form
suitable for use by the solver. The user activities at the pre-processing stage involve:
Definition of the geometry of the region of interest: the computational domain
Grid Generation i.e. sub dividing the computational domain into a no. of smaller, non-
overlapping sub-domains: a grid/mesh of cells
Selection of the physical and chemical phenomena that need to be modeled
Definition of fluid properties
Specification of appropriate boundary conditions at cells which coincide with or touch
the boundary
The solution of a flow problem (such as velocity, pressure, temperature ) is defined at nodes
inside each cell. The accuracy of a CFD solution is governed by the density of the cells. Higher
the density, better the accuracy. However, the cost of hardware and time of calculation also
increases with the fineness of the grid. More-over, optimal grids are non-uniform i.e. coarser in
regions with little variation and finer in regions where more point-to-point variation is likely to
occur. The major part of the CFD process is devoted to the Pre-processing stage. Most CFD
packages now come with built-in modeling and Mesh generating tools. They also allow for
selection of host of material and fluid properties.
12
2.2 Solving
The Solver is responsible for
Approximation of the unknown flow variables by means of simple functions
Discretization or substitution of the approximations into the governing flow equations
and subsequent mathematical manipulations
Solution of Algebraic equations
There are three different methods of discretization -finite difference, finite element and finite
volume methods. The main difference between the three separate methods is associated with the
way in which the flow variables are approximated and with the discretization process.
In finite difference method, the unknown ø of the flow problem is described by means of point
samples at the node points of a grid of co-ordinate lines. Truncated Taylor series expansions are
used to generate finite difference approximations of derivatives of ø in terms of point samples
of ø at each grid point and its immediate neighbors. Those derivatives appearing in the governing
equations are replaced by finite differences yielding an algebraic equation for the values of ø at
each grid point.
Finite Element Methods use simple piecewise functions valid on elements to describe the local
variations of unknown flow variables ø . The governing equation is precisely satisfied by the
exact solution ø. If piecewise approximating functions are substituted into the equation, it will
not hold exactly and a residual is defined to measure the errors. Next, the residuals are
minimized. As a result, we obtain a set of algebraic for the unknown coefficients of the
approximating functions.
Finite volume method started out as a special type of finite difference method in which the
governing equations are first written in the integral form and then the integrals are substituted
with appropriate finite differences.
2.3 Post Processing
Post-Processing is the stage at which the results of the calculation are put in a form required by
the user. In addition to the alpha-numeric result, the output maybe presented in the form of
visuals, animation, graph, bar graphs or other suitable forms.
13
Figure 2-1 The CFD Process
PHYSICAL PROBLEM
Identifying situation to be
studied
PRE-PROCESSING
Modeling, material properties, Grid Generation
SOLVING
Discretization, Solution
POST-PROCESSING
Visual data representation
14
Chapter 3
GOVERNING LAWS OF FLUID DYNAMICS
Fluid dynamics is based on three fundamental conservation laws that govern the physical
properties of a flow. They are:
Mass of a fluid is conserved
Rate of change of momentum equals the sum of the forces on a fluid particle
(Newton’s 2nd
law)
Energy is conserved
The equations derived from these three laws are known as the governing equations of fluid
dynamics.
For obtaining the basic equations of fluid motion, the following methodology is followed:
1. Choose the appropriate fundamental physical principle from the three stated above
2. Apply these physical principles to a suitable model of flow
3. From this application, extract the suitable mathematical equation
The model of flow selected affects the nature of the equation obtained. 4 different models of
flow can be considered, as demonstrated below.
Figure 3-1 Models of a flow (a) Finite control volume approach (b) infinitesimal fluid element approach
15
As shown in Figure 3-1, if we consider a finite control volume for our derivation, we arrive at
Integral form of governing equations. An infinitesimal fluid element gives us equations that
involve partial differential terms. Also, considering elements to be fixed in space, with fluid
flowing through it, gives us the Conservation form of respective equations while considering
elements moving with the flow gives us Non-conservation forms of governing equations.
Based on the model selected we get different forms of the equations. These forms are inter-
convertible, i.e. each form can be converted into the other with mathematical manipulation.Each
of this form has its place in CFD. However, certain forms are more suitable than others. For
example, the integral form of the equations allows for the presence of discontinuities inside the
fixed control volumes. However, the differential form of the governing equations assumes the
flow properties to be differentiable, hence continuous. Hence the integral form is more
fundamental than the differential form. This is of particular importance when calculating a flow
with real discontinuities, such as shock waves.
Before stating the final, governing equations, we must describe another important term in order
to better understand and hence use, the governing equation. This term is the Substantial
derivative. The substantial derivative of a quantity T is defined as
Local Derivative Convective Derivative
The local derivative part of the expression arises due to the change in quantity T at a point with
time while the convective derivative part arises due to change in the quantity as it moves from
one point in space to another.
Based on the three governing laws and various models of flow, we arrive at the following
equations which form the basis of entire CFD. These are known as the Navier-Stokes equations.
3.1 Continuity Equation
Non Conservation Form
Conservation Form
Where ρ is the density of the fluid and V is the velocity with components u, v, w in x, y, z
directions respectively.
16
3.2 Momentum Equations
Non Conservation Form
x component :
y component:
z component:
Conservation Form
x component :
y component:
z component:
Where p is the pressure, fx, fy,fz are components of body forces per unit volume in x, y, z
directions respectively and the τ terms are surface forces in directions given by their respective
subscripts.
3.3 Energy Equation
Non Conservation Form
17
Conservation Form
Where e is the internal energy, q is the heat transferred into the element per unit volume and T is
the temperature.
In many of the cases encountered in practical situations, the transport phenomena such as
viscosity, mass diffusion and thermal conductivity can be neglected. The equations arrived at by
equating the corresponding terms in the above equations to zero are called as the Euler
equations. These equations are easier to deal with and give reasonable accuracy in many
situations.
3.4 Physical Boundary Conditions
The equations derived above govern the flow of a fluid irrespective of the conditions in which
the flow is occurring. The difference in flow fields occurs due to the concept of Boundary
Conditions. The Boundary conditions dictate the solution obtained from the governing equations.
Some of the boundary conditions are as given below
For a viscous flow, the fluid on a surface has velocity equal to 0, i.e. u=v=w=0 at the surface.
Also, for a viscous flow, temp of layer at the surface is equal to the wall temp. (T=Tw) and
at the wall
For an inviscid flow, V.n=0 at the surface, where n is normal to the surface
Other than these standard boundary conditions, other conditions arise as a result of the specific
physical conditions being modeled.
18
3.5 Discretization
Discretization is the process by which a closed form mathematical expression, such as a function
or a differential or integral equation involving functions , is approximated by analogous (but
different) expressions which prescribe values at only a finite number of discrete points or
volumes in the domain. As stated in the section on ‘Solver’, there are 3 techniques of
discretization- finite difference, finite element and finite volume methods.
In the finite difference technique, the differential terms are substituted by the finite difference
expressions. These are as follows
Forward difference
Rearward difference
Central difference
When all the partial derivatives in a partial differential equation have been replaced by finite
differences, the resulting equation is known as a difference equation.
The resulting algebraic equations are then solved using various computational techniques to
arrive at solutions at discrete points in the domain to establish the complete flow field.
19
Chapter 4
MESHING
The solutions of the discretized governing equations in the computational domain, happens over
a number of discreet points. The Process of dividing the computational domain by generating a
grid is known as Meshing or Grid generation. Meshing is one of the most important step in CFD
solutions and the type of grid used can make or break a CFD solution.
For a 2D mesh, all mesh nodes lie in a given plane. 2D mesh elements are quadrilaterals (also
known as quads) and triangles (tris), shown below.
Figure 4-1 2D Mesh Elements- quads and tris
3D mesh nodes are not constrained to lie in a single plane. Most popular 3D mesh elements are
hexahedra (also known as hexes or hex elements), tetrahedra (tets), square pyramids (pyramids)
and extruded triangles (wedges or triangular prisms), shown below. All these elements are bound
by 2D shapes described above. Some of the newer solvers also support polyhedral elements,
which can be bounded by any number and types of faces.
Figure 4-2 3D Mesh Elements- hexes, tets, pyramids and prisms
20
Various types of Grids are used in practice. Some of them will be seen below.
4.1 Structured Grid
A structured grid (Figure 4-3) consists of either a planar cells with 4 edges or volumetric cells with 6
edges. Although the cells may be distorted from rectangular, each cell is numbered according to indices
(i,j,k) that do not necessarily correspond to co-ordinates (x,y,z).
Figure 4-3 Structured Grids
4.2 Unstructured Grids
An Unstructured grid (Figure 4-4) consists of cells of various shapes in theory. But practically, the cells
are triangles and quadrilaterals for planar cells and tetrahedrons for volumetric cells. Unlike the structured
grid, one cannot identify a cell using indices (i,j,k). Unstructured grids are generally used for complex
geometries.
Modern CFD codes can handle both the types of meshes equally well. However, structured grids offer
computational convenience and better division of the computational space in many cases.
In either case, it’s the quality of mesh that is of importance, rather than the type.
Figure 4-4 Unstructured Grids
21
4.3 Hybrid Grids
Sometimes, we use a combination of the above 2 types of grids within a single body. Such meshes are
known as Hybrid Grids (Figure 4-3). This maybe done to provide high resolution near a body while
giving a low resolution away from the body. It can also be used to increase computational efficiency and
avoiding excessive skewing of individual cells.
Figure 4-5 Hybrid Grids
In almost all CFD simulations, meshes are refined towards object under consideration. This is
done as the variation in fluid parameters tends to be higher nearer to a body than in a region
faraway. Hence, more number of cells nearer to the body helps us obtain a higher resolution of
flow parameters.
Figure 4-6 A mesh refined towards the bottom surface
22
Chapter 5
EXTERNAL FLOWS AROUND OBJECTS
Whenever a body is immersed in a flowing fluid, the flow over the body is known as an external
flow. In external flows, the viscous effects are confined to a portion of the flow field such as
boundary layers and wakes, which are surrounded by an outer flow region that involves small
velocity and temperature gradients.
When a fluid moves over a body, it exerts pressure force normal to the surface and shear forces
parallel to the surface. A combination of these two forces results in a resultant force acting on the
body. The component of this resultant force normal to the direction of fluid flow is referred to as
the Lift force while the component acting in the direction of the fluid flow is known as the Drag
force.
5.1 Drag and Lift
A body moving through a fluid, especially a liquid, experiences resistance. A fluid may exert
forces and moments on a body in and about various directions. The net resultant of the forces in
the direction of flow is called Drag. Drag, like friction, is usually undesirable and we try our best
to reduce it as much as possible. In applications like Automobiles, Ships, Aircrafts, reduction of
drag helps reduce the power required to propel the vehicles. Reduction in Drag also helps
increase the durability and safety of structures exposed to highly windy conditions. It also helps
reduce vibration and noise. However, at times, Drag is also a useful force and we try to
maximize it. Examples include Parachutes, retardation of bodies etc.
The net resultant of the forces in the direction normal to the direction of flow is called Lift. Lift
is the component that causes Aircrafts to rise. Both these forces are caused due to Pressure as
well as Shear forces.
Consider a small are dA on the surface of a body. The Pressure force acting on this elemental
area is PdA while the Shear force acting is τdA. The Resulting Lift and Drag forces are given by
dFD = -PdA cosθ+ τdA sinθ
dFL = -PdA sinθ- τdA cosθ
where θ is the angle made by the outward normal to the area dA with the positive direction of
flow. The total Drag and Lift forces are determined by integrating the above equations over the
entire surface of the body.
23
For a thin flat plate aligned to the direction of flow, θ=90° and hence, Drag is due to Shear forces
only. In contrast, when the plate is perpendicular to the direction of flow, θ=0° and the entire
drag is due to pressure forces only. For intermediate angles, the drag force is a combination of
the_two_as_given_by_the_equation.
The wings of an airplane are shaped specifically to generate the required lift while generating
minimal drag. This is done by maintaining a suitable Angle of Attack. Angle of attack is the
angle made by the line joining the front tip of a wing to its rear end with the direction of flow.
Both Lift and Drag are strongly dependent on the Angle of Attack.
Drag and Lift forces also depend on the Density of the fluid , the Upstream velocity V and the
size, shape and orientation of the body, amongst other things and it is not always possible to list
them all, in all situation. Instead, it is more convenient to work with dimensionless numbers that
represent the drag and lift characteristics of a body. These numbers are the Drag Coefficient CD
and Lift Coefficient CL . They are defined as
CD=
CL=
Where A is usually the frontal area of the body, that is, the area projected on a plane in front of
the body. In certain cases, like in case of an airfoil, A is taken as the Planform area, that is, areas
as seen from top.
As mentioned earlier, the drag force is a resultant of Skin friction as well as pressure. Hence,
CD = CD, Friction + CD,pressure
5.2 Laminar and Turbulent Flows
Flows are said to be either Laminar or Turbulent. In Laminar flows, adjacent layers of the fluid
flow smoothly without disturbing each other. They are characterized by smooth streamlines and
highly ordered motion. In contrast, Turbulent flows are characterized by Velocity fluctuations
and highly disordered motion. Turbulent flows are unpredictable in nature. The transition from
Laminar to Turbulent flow does not happen in an instant. Rather, it happens over an intermediate
transition region where the flow is a combination of the above two.
The transition region depends on a number of variables such as surface roughness, flow velocity,
surface temperature etc. It is not always possible to characterize a flow by describing all these
24
properties. Instead, the flow is characterized using a dimensionless number called as Reynold’s
Number Re.
Reynold’s number is the ratio of the Inertial forces acting in a fluid to the viscous forces.
Re=
=
Where, Vavg Average velocity of flow
D=characteristic length of the geometry
= / = kinematic viscosity of the fluid
When viscous forces dominate, Reynold’s number becomes small and the resulting flow is
laminar in nature. As the Inertial forces start to dominate, Reynold’s number increases and the
flow becomes more and more turbulent in nature.
In general, the following classification of flow based on Reynold’s number is generally accepted.
Re≤ 2000-----Laminar flow
2000≤Re≤4000----Transitional flow
Re≥4000----Turbulent Flow
25
Chapter 6
AIRFOILS
An airfoil or aerofoil is the shape of a wing or blade (of a propeller, rotor or turbine) or sail as
seen in cross-section. An airfoil-shaped body moved through a fluid produces an aerodynamic
force. The component of this force perpendicular to the direction of motion is called lift. The
component parallel to the direction of motion is called drag. Subsonic flight airfoils have a
characteristic shape with a rounded leading edge, followed by a sharp trailing edge, often with
asymmetric camber. Foils of similar function designed with water as the working fluid are called
hydrofoils.
Figure 6-1 An airfoil
The lift on an airfoil is primarily the result of its angle of attack and shape. When oriented at a
suitable angle, the airfoil deflects the oncoming air, resulting in a force on the airfoil in the
direction opposite to the deflection. This force is known as aerodynamic force and can be
resolved into two components: Lift and Drag. Most foil shapes require a positive angle of attack
to generate lift, but cambered airfoils can generate lift at zero angle of attack. This "turning" of
the air in the vicinity of the airfoil creates curved streamlines which results in lower pressure on
one side and higher pressure on the other. This pressure difference is accompanied by a velocity
difference, via Bernoulli's principle, so the resulting flowfield about the airfoil has a higher
average velocity on the upper surface than on the lower surface. The lift force can be related
directly to the average top/bottom velocity difference without computing the pressure.
A fixed-wing aircraft's wings, horizontal, and vertical stabilizers are built with airfoil-shaped
cross sections, as are helicopter rotor blades. Airfoils are also found in propellers, fans,
compressors and turbines. Sails are also airfoils, and the underwater surfaces of sailboats, such as
the centerboard and keel, are similar in cross-section and operate on the same principles as
airfoils. Swimming and flying creatures and even many plants and sessile organisms employ
airfoils/hydrofoils: common examples being bird wings, the bodies of fish, and the shape of sand
dollars. An airfoil-shaped wing can create downforce on an automobile or other motor vehicle,
improving traction. Any object with an angle of attack in a moving fluid, such as a flat plate, a
building, or the deck of a bridge, will generate an aerodynamic force (called lift) perpendicular to
the flow. Airfoils are more efficient lifting shapes, able to generate more lift (up to a point), and
to generate lift with less drag.
Airfoil design is a major facet of aerodynamics. Various airfoils serve different flight regimes.
Asymmetric airfoils can generate lift at zero angle of attack, while a symmetric airfoil may better
suit frequent inverted flight as in an acrobatic aeroplane. In the region of the ailerons and near a
wingtip a symmetric airfoil can be used to increase the range of angles of attack to avoid spin-
stall. Thus a large range of angles can be used without boundary layer separation. Subsonic
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airfoils have a round leading edge, which is naturally insensitive to the angle of attack. The cross
section is not strictly circular, however: the radius of curvature is increased before the wing
achieves maximum thickness to minimize the chance of boundary layer separation. This
elongates the wing and moves the point of maximum thickness back from the leading edge.
Supersonic airfoils are much more angular in shape and can have a very sharp leading edge,
which is very sensitive to angle of attack. A supercritical airfoil has its maximum thickness close
to the leading edge to have a lot of length to slowly shock the supersonic flow back to subsonic
speeds. Generally such transonic airfoils and also the supersonic airfoils have a low camber to
reduce drag divergence. Modern aircraft wings may have different airfoil sections along the wing
span, each one optimized for the conditions in each section of the wing.
Movable high-lift devices, flaps and sometimes slats, are fitted to airfoils on almost every
aircraft. A trailing edge flap acts similar to an aileron, with the difference that it can be retracted
partially into the wing if not used.
Figure 6-2 Some airfoils
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A laminar flow wing has a maximum thickness in the middle camber line. Analyzing the Navier-
Stokes equations in the linear regime shows that a negative pressure gradient along the flow has
the same effect as reducing the speed. So with the maximum camber in the middle, maintaining a
laminar flow over a larger percentage of the wing at a higher cruising speed is possible.
However, with rain or insects on the wing, or for jetliner speeds, this does not work. Since such a
wing stalls more easily, this airfoil is not used on wingtips (spin-stall again).
Schemes have been devised to define airfoils — an example is the NACA system. Various airfoil
generation systems are also used. An example of a general purpose airfoil that finds wide
application, and predates the NACA system, is the Clark-Y. Today, airfoils can be designed for
specific functions using inverse design programs such as PROFOIL, XFOIL and AeroFoil.
XFOIL is an online program created by Mark Drela that will design and analyze subsonic
isolated airfoils.
Figure 6-3 Airfoil Terminology
The various terms related to airfoils are defined below:
The suction surface (a.k.a. upper surface) is generally associated with higher velocity and thus lower static pressure.
The pressure surface (a.k.a. lower surface) has a comparatively higher static pressure than the suction surface. The pressure gradient between these two surfaces contributes to
the lift force generated for a given airfoil.
The leading edge is the point at the front of the airfoil that has maximum curvature.
The trailing edge is defined similarly as the point of maximum curvature at the rear of the
airfoil.
The chord line is a straight line connecting the leading and trailing edges of the airfoil.
The chord length, or simply chord, c, is the length of the chord line and is the characteristic dimension of the airfoil section.
The mean camber line is the locus of points midway between the upper and lower
surfaces. Its exact shape depends on how the thickness is defined.
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Chapter 7
ANSYS
ANSYS is an engineering simulation software (computer-aided engineering, or CAE software)
that offers a comprehensive range of engineering simulation solution sets providing access to
virtually any field of engineering simulation that a design process requires. Companies in a wide
variety of industries use ANSYS software. The tools put a virtual product through a rigorous
testing procedure (such as crashing a car into a brick wall, or running for several years on a
tarmac road) before it becomes a physical object. ANSYS is used across the Automotive,
Aerospace, Energy, Electronics and Consumer products Industry, amongst others.
7.1 CFD IN ANSYS
ANSYS fluid dynamics is a comprehensive product suite for modeling fluid flow and other
related physical phenomena. It offers unparalleled fluid flow analysis capabilities, providing all
the tools needed to design and optimize new fluids equipment and to troubleshoot already
existing installations. The ANSYS fluid dynamics suite contains both general purpose
computational fluid dynamics software and additional specialized products to address specific
industry applications.
The general purpose fluid analysis tools are the renowned ANSYS CFX and ANSYS FLUENT
products, which are now available together in the ANSYS CFD bundle. ANSYS FLOTRAN was
also used earlier for CFD purposes. With ANSYS CFD, one has an access to an unprecedented
array of fluid flow physics models, allowing one to analyze products with a great deal of
confidence. ANSYS CFD technology is highly-scalable, allowing for efficient parallel
calculations on thousands of processing cores. ANSYS CFD also includes the full-featured
ANSYS CFD-Post fluid flow post-processing tool. This can be used for advanced quantitative
analysis and high-quality visualizations. When ANSYS CFD is used in combination with
ANSYS Mechanical it is eminently suitable to solve complex fluid-structure interaction
problems.
ANSYS fluid dynamics products have a high degree of interoperability. ANSYS CFD solvers are
designed to handle all types of meshes, with moving and deforming mesh capabilities, advanced
multi-grid methods, and solution-based, adaptive remeshing functionality. They deliver highly
accurate results across all flow regimes — from hypersonic to creeping flows, Newtonian to non-
Newtonian. The adjoint solver in ANSYS software provides specific information that is
otherwise difficult to gather. Because adjoint solutions estimate the effect of a change prior to
actually making the change, this exclusive capability adds to the speed of simulation.
The CFD suites offer both speed and accuracy. Facility to use High Performance Computers and
parallel computing provide powerful and scalable options, so you get more geometric detail,
larger systems and more complex physics (for example, an unsteady turbulence rather than a
steady turbulence model). The result is enhanced insight into product performance, insight that
29
can’t be gained any other way. This detailed understanding can yield enormous benefits by
revealing design issues that might lead to product failure or troubleshooting delays.
7.2 ANSYS FLOTRAN
The ANSYS FLOTRAN derived product and the FLOTRAN CFD (Computational Fluid
Dynamics) option to the other ANSYS products offer comprehensive tools for analyzing 2-D
and 3-D fluid flow fields. Using either product and the FLOTRAN CFD elements FLUID141
and FLUID142, one can achieve solutions for the following:
Lift and drag on an airfoil
The flow in supersonic nozzles
Complex, 3-D flow patterns in a pipe bend
Besides these, FLOTRAN can be used to perform various other CFD simulations. However, The
FLOTRAN user interface is not very user friendly. Also, its ability to work with other modeling
software is severely limited. The modern CFX and Fluent Packages are much more user friendly
and provide users with powerful capabilities for a wide range of situations.
Figure 7-1 ANSYS MECHANICAL FLOTRAN USER INTERFACE
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7.3 ANSYS FLUENT
ANSYS Fluent software contains the broad physical modeling capabilities needed to model
flow, turbulence, heat transfer, and reactions for industrial applications ranging from air flow
over an aircraft wing to combustion in a furnace, from bubble columns to oil platforms, from
blood flow to semiconductor manufacturing, and from clean room design to wastewater
treatment plants. Special models that give the software the ability to model in-cylinder
combustion, aeroacoustics, turbomachinery, and multiphase systems have served to broaden
its reach.
Figure 7-2 Internal combustion engine modeled using ANSYS Fluent
Thousands of companies throughout the world benefit from the use of ANSYS Fluent
software as an integral part of the design and optimization phases of their product
development. Advanced solver technology provides fast, accurate CFD results, flexible
moving and deforming meshes, and superior parallel scalability. User-defined functions
allow the implementation of new user models and the extensive customization of existing
ones. The interactive solver setup, solution and post-processing capabilities of ANSYS
Fluent make it easy to pause a calculation, examine results with integrated post-processing,
change any setting, and then continue the calculation within a single application. Case and
data files can be read into ANSYS CFD-Post for further analysis with advanced post-
processing tools and side-by-side comparison of different cases.
The integration of ANSYS Fluent into ANSYS Workbench provides users with superior bi-
directional connections to all major CAD systems, powerful geometry modification and
creation with ANSYS DesignModeler technology, and advanced meshing technologies in
ANSYS Meshing. The platform also allows data and results to be shared between
applications .The combination of these benefits with the extensive range of physical
modeling capabilities and the fast, accurate CFD results that ANSYS Fluent software has to
offer results in one of the most comprehensive software packages for CFD modeling
available in the world today.
31
Figure 7-3 ANSYS FLUENT USER INTERFACE
32
Chapter 8
SIMULATION OF FLOW AROUND OBJECTS
In this section, we perform simulation of some commonly occurring daily phenomenon using
ANSYS Fluent. We will compare our observation with established facts about these daily
phenomena.
8.1 Flow over a Flat Plate
Consider a fluid flow over a flat plate in a direction parallel to the plate surface. The fluid is
considered to be made up of adjacent layers flowing over each other. Due to the viscosity of the
fluid, the particles in the layer adjacent to the plate surface have zero velocity as they adhere to
the plate surface. This motionless layer slows down the particles of the adjacent layer due to
friction between the layers. This layer slows down the particles of the next layer and so on. Thus,
the presence of the plate is felt for some normal distance δ from the plate, beyond which the free
stream velocity remains virtually unchanged. The x component of the fluid velocity u varies
from 0 at y=0 to nearly V, the free stream velocity at y= δ .The region of the flow above the plate
in which this effect is felt is known as the Velocity Boundary Layer.
The Reynold’s number for the flow is given by Re =
where x is the distance from the leading
edge. Hence, as we move further away from the pate, the flow regime changes from Laminar, to
transitional region to Turbulent. This is illustrated in Figure 8-1
Figure 8-1 Velocity Boundary Layer
To simulate Flow over a Flat Plate, we consider a computational space as shown below
Figure 8-2 Computational space for simulation of flow over flat plate
33
Since the flow is symmetrical on both the sides of the plate, we consider flow on one side only.
Hence, in Figure 8-2, the lower surface indicates the flat plate, the left side the inlet, outlet on the
right side while the top side represents the far field. The far field is chosen at a distance such that
it does not affect the flow on the plate.
The next step in the simulation is meshing. It is evident that the most variation in flow prpperties
will occur closer to the plate while it will be fairly constant away from the plate. Hence, our grid
has to be chosen such that the resolution increases towards the plate. Since the computational
domain is regular in shape, a structured grid will do. Figure 8-3 shows the grid generated.
Figure 8-3 Grid Generated for Simulation of Flow over Flat Plate
Once the grid is generated, the flow properties were defined. The Inlet velocity was defined as
1m/s, the density of the fluid taken as 1kg/m3
and viscosity of 10-4
kg/m-s. Thus, at a distance of
1 m from the leading edge, the Reynold’s number turns out to be 10,000.
The results obtained are shown in the images. Figure 8-4 shows the contours of velocity obtained
for the simulation. The variation of velocity as we move away from the plate is clearly visible.
The part near the leading edge has been zoomed for added clarity. Notice that the layers adjacent
to the plate are stationary or have very low velocity as indicated by the Blue color. Also notice
that Boundary layer is restricted to a very small region near the plate only.
Figure 8-5 shows the direction vectors for the same flow. The length of the vectors indicates the
velocity. The velocity profile is clearly visible here and is as per our expectation.
It was also found that simulation yielded a Cd, pressure of 0. This agrees with our expectation for a
plate aligned with the flow.
34
Figure 8-4 Velocity Contours obtained for Fluid flow over a flat plate
Figure 8-5 Direction Vectors obtained for Fluid Flow over Flat plate
35
8.2 Flow around a Cylinder
For simulating fluid flow around cylinders, we consider computational space as shown in Figure
8-6. Notice that the computational space is circular in nature and concentric around the cylinder.
The entire left side of the space is the inlet while the right side is the outlet. The diameter of the
computational space is much bigger than the diameter of the cylinder.
Figure 8-6 Computational Space for Simulation of Fluid Flow around a cylinder
The Mesh generated for the simulation is radial in nature. Once again, we increase the resolution
of the grid as we move towards the cylinder. The Grid generated is shown in Figure 8-7.
36
Figure 8-7 Mesh Generated for Simulation of Fluid Flow over a cylinder
Next, we define the fluid parameters. The Reynolds number is chosen to be 20. In order to
simplify the computation, the diameter of the pipe is set to 1 m, the x component of the velocity
is set to 1 m/s and the density of the fluid is set to 1 kg/m3. Thus, the dynamic viscosity must be
set to 0.05 kg/m-s in order to obtain the desired Reynolds number.
With the above initial values, we begin the simulation. The results obtained are shown below
Figure 8-8 Direction vectors obtained for Fluid Flow around a cylinder
37
Figure 8-9 Velocity contours obtained for Fluid Flow around cylinder
The point where the flow separates from the cylinder surface can be found by platting a graph of
Pressure coefficient v/s the geometry. The point of inflexion indicates separation of flow.
Figure 8-10 Graph of Pressure Coefficient v/s Position for a cylinder
38
Chapter 9
CONTROL OF FLUID FLOWS
Now that we have successfully simulated flows around objects, we will now study how varying some
parameters affects the flow and the resulting effect on the objects.
9.1 Variation of Cd for an elliptical cross section with change in chord-to-thickness ratio
Streamlining of a body is the process of reducing the frontal, projected area of a body.
Streamlining reduces the pressure drag on a body by delaying flow separation. However, it is
also known to increase frictional drag due to increase in the area over which the flow is in
contact with the body.
In this experiment, we vary the chord-to-thickness ratio a/b of an ellipse and study the
corresponding changes in the values of Drag Coefficient due to pressure and viscous/frictional
forces. ‘a’ and ‘b’ are the lengths of the semi-major and semi-minor axis of the body
respectively.
We consider a fixed area of cross section of the body and vary the ratio of a/b steadily and note
the corresponding changes. The Reynolds number of the flow is fixed at 20.
The computational Space and grid are same as that taken for the study of flow around a cylinder.
Figure 9-1 Computational Space for study of effect of streamlining on drag forces
39
Figure 9-2 Grid Generated for Study of effect of streamlining on drag forces
The results obtained are as follows
Table 9-1 Variation of Cd with chord-to-thickness ratio
a/b cd-p cd-v
1 1.1541283 0.846896
1.2 0.9965778 0.898961
1.4 0.8936725 0.942757
1.6 0.8127458 0.978765
1.8 0.736508 1.012806
2 0.6837875 1.040246
40
Figure 9-3 Variation of Cd with chord-to-thickness ratio
0.6
0.7
0.8
0.9
1
1.1
1.2
0.5 1 1.5 2 2.5
cd-p
cd-v
41
Figure 9-4 Direction vectors of flow
Figure 8-2 shows the variation of direction vectors at all points within the flow with variation in
the chord-to-thickness ratio of the ellipse. Notice the reduction in the wake generated by the
body with increased streamlining. Also notice the delay in separation of flow. This delay in flow
separation can be better observed in the
42
Figure 9-5 Velocity Contours
43
Figure 9-6 Graphs of Pressure coefficient vs Position
This data can be made use of determine the optimum aspect ratio of a body so as to obtain least
possible drag acting on the body.
9.2 Variation of point of Flow separation with change in flow velocity
For a body such as a cylinder or a wing immersed in a fluid flow, if all other conditions are kept
same, then the point of separation of flow from the cylinder surface changes with a change in
fluid velocity.
44
Figure 9-7 Variation of Point of Flow Separation with velocity
45
9.3 Variation of Lift generated by an Airfoil with Angle of Attack
Angle of attack is a major factor that determines the lift of an Airfoil and hence, an aircraft. In
fact, variation in the angle of attack helps us control the ascent or descent of an aircraft. Hence,
we will try and study the variation of lift forces with change in angle of attack.
The computational space and mesh generated for the simulation are as shown in Figure 9-8.
The mesh is a special type of mesh known as the C-mesh and allows to easily change the angle
of inlet velocity while keeping the mesh unchanged.
Figure 9-8 C-Mesh generated for Study of Airfoils
We vary the angle of inlet velocity, which has the same effect as varying the angle of attack of
the Airfoil. The density of the fluid was taken as 1 kg/m3.
The results obtained are tabulated in Table 9-2. We can see that as the Angle of attack increases,
the Coefficient of Lift CL increases upto a point after which it suddenly drops. This angle of
Maximum Lift is known as the Stall Angle.
46
Table 9-2 Variation of Lift and Drag with Angle of attack
Angle of attack
(in degrees)
CD CL
4 0.004291 0.444514
6 0.007663 0.647821
8 0.013373 0.819867
10 0.020904 0.841042
12 0.032596 0.865794
14 0.053302 0.877937
16 0.076246 0.893525
18 0.099873 0.870853
20 0.122763 0.801841
When plotted on a graph, we obtain what is known as a Lift Curve.
Figure 9-9 Lift curve obtained for NACA 0012 airfoil
The pressure contours obtained can be seen in Figure 9-10.
0
0.02
0.04
0.06
0.08
0.1
0.12
0.14
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
0 5 10 15 20 25 30
CL
CD
47
Figure 9-10 Pressure contours at different Angles of attack
48
Chapter 10
CONCLUSIONS
10.1 General Conclusions
Through the course of this project, Fundamentals of CFD were studied and assimilated. Besides
simulating fluid flows around primitive bodies, concepts of CFD and Fluid Dynamics were used
to arrive at important conclusions.
Flow of fluid over a flat plate was simulated. Generation of Boundary Layer was clearly
observed. The Velocity profile obtained was also found to be coherent with theoretical
velocity profile.
Flow of fluid around a cylindrical body was simulated. Corelation between point of
separation and Pressure coefficient was established.
Effect of streamlining of a body on the Drag coefficient was observed.
Effect of increase of fluid velocity on point of separation was observed.
Effect of Angle of Attack on Lift generated by an Airfoil was observed.
In conclusion, the goal of the project, ie. Simulation and control of Fluid Flows around objects
using CFD was achieved. Many important insights into the world of CFD were gained over the
course of the project.
10.2 Future scope of work
CFD is an advanced research tool and is being increasingly used to solve problems of complex
nature. As such, the scope of future work in this field is endless.
Some of the areas where research can be undertaken are
Effect of using sequential airfoils [1]
Fluid flows around Bluff bodies
[2]
Effect of variation of various shape parameters on flight characteristics of Airfoils
Flight characteristics of full systems, such as aircrafts, vehicles etc.
Research can be undertaken in a wide number of areas.
49
REFERENCES
1) Ofer Aharon; Hydrofoil analysis using CFD; MIT 2008: 2.094 Project
2) Ankur Bajoria; Analyzing wind flow around the square plate using ADINA; MIT
2008: 2.094 Project
3) John D. Anderson Jr.;Computational fluid dynamics-The Basics with applications;
McGraw-Hill series in Mechanical Engineering
4) John D. Anderson Jr.;Fundamentals of Aerodynamics; McGraw-Hill series in
Mechanical engineering
5) H. K. Versteeg & W Malasekara; An introduction to Computational Fluid Dynamics;
Longman Scientific & Technical
6) Abdulnaser Sayma; Computational Fluid Dynamics; Ventus publishing
7) Grant Ingram; Basic Concepts in Turbomachinary; Ventus publishing
8) Prof. D.M. Causon, Prof. C. G. Mingham; Introductory Finite Difference Methods for
PDEs; Ventus publishing
9) Klaus Jurgan Bathe, Finite Element Procedures, PHI publishing
10) T. J. Ching, Finite Element Analysis in Fluid Dynamics
11) P. N. Chatterjee, Fluid Mechanics for Engineers
12) Robert Fox and Alan McDonald, Introduction to Fluid Mechanics
13) Anil W. Date, Introduction to CFD
14) Antony Jameson; CFD for Aerodynamic Design and Optimization: Its Evolution over
the Last Three Decades; 16th AIAA CFD Conference, 2003
15) http://www.cfd-online.com/
16) http://confluence.cornell.edu/
17) http://ansys.com/
18) http://www.ae.illinois.edu/m-selig/ads/aircraft.html
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APPENDIX
Some early simulations performed in ANSYS FLOTRAN
51