SophiaReed & Takata
Takata
Hey Sophia, I’ve been sketching a car that uses chaotic vortex lattices for super‑efficient propulsion—care to help me test the math?
SophiaReed
Sure thing, let’s run the equations. Just send me the draft and we’ll crunch the vortex parameters and efficiency ratios. I’ll flag any assumptions that look shaky and suggest where the model could diverge from physical reality.
Takata
Here’s the rough draft of the vortex‑based thrust model I’m thinking of. Keep in mind I’ve left a lot of variables to tune experimentally. Let me know which parts feel off and we can refine them together.
**Variables**
V = vehicle velocity (m/s)
Ω = vortex rotation rate (rad/s)
ρ = air density (kg/m³)
A = effective wing/wing‑like area (m²)
Cₑ = efficiency coefficient (dimensionless)
K = circulation constant (dimensionless, tuned from CFD)
**Core equations**
1. Thrust from vortex lattice:
T = ρ * V * A * Cₑ * K * Ω
2. Power required:
P = T * V / η
3. Efficiency ratio (propulsive efficiency):
η = 0.5 * (1 – e^(–α * Ω)) – α is a drag‑reduction factor (empirical)
4. Drag (parasitic + induced):
D = 0.5 * ρ * V² * Cd * A + (T²) / (2 * ρ * A * V)
5. Net force balance:
ΣF = T – D – m * a = 0
6. Acceleration:
a = (T – D) / m
7. Circulation (lift per unit span) from Biot‑Savart:
Γ = K * Ω * r² – r is radius of the vortex core
8. Stability margin:
Δ = (Γ – Γₜₕᵣₛ) / Γₜₕᵣₛ – Γₜₕᵣₛ is the threshold circulation for stall
**Assumptions**
- The vortex lattice remains quasi‑steady during operation.
- Air density is constant (sea level, 15 °C).
- Drag coefficient Cd is approximated from a generic airfoil at the design Mach.
- The vehicle mass m is fixed; structural changes will require re‑tuning K.
Feel free to flag any equations that don’t hold up under the physics or that you think need more grounding. I’m ready to tweak K or the drag model if you see any divergence.
SophiaReed
The core idea is solid, but a few points could use tightening.
1. **Thrust expression** – \(T = \rho V A C_e K \Omega\) mixes a force (thrust) with a rate (\(\Omega\)). The circulation \(\Gamma\) should be used to link vortex strength to lift/drag, so you’d want something like \(T = \rho V A C_e \Gamma\) and then \(\Gamma = K \Omega r^2\).
2. **Efficiency formula** – The 0.5 (1 – e^{–αΩ}) form is ad hoc. In momentum theory \(\eta = \frac{2}{1+\sqrt{1+4J^2}}\) where \(J = V/(\Omega c)\). You could use a more physics‑based expression or fit α empirically to CFD data.
3. **Induced drag term** – \(D_{\text{ind}} = \frac{T^2}{2\rho A V}\) comes from actuator‑disk theory but assumes a uniform disk. For a vortex lattice you might need a lift‑induced drag coefficient \(C_{D_i}= \frac{C_L^2}{\pi e AR}\).
4. **Drag coefficient** – Using a generic airfoil Cd at design Mach is risky because the flow will be unsteady around vortices. It might be better to use a base Cd from a low‑speed airfoil and add a correction term proportional to \(\Omega^2\).
5. **Mass tuning** – K will shift if the mass changes, but you should treat K as a function of both CFD geometry and mass distribution. Maybe make \(K = K_0 (1 + \beta m)\) and fit β.
6. **Stability margin** – \(\Delta = (\Gamma-\Gamma_{\text{thr}})/\Gamma_{\text{thr}}\) is fine, but you need a clear definition of \(\Gamma_{\text{thr}}\). It should come from a stall study or a critical lift coefficient.
Overall, tighten the thrust–circulation link, adopt a more established efficiency expression, and refine the drag model. That should give you a more realistic baseline to tune K and α.