scholarly journals Oscillations in cylinder wakes at Mach 4

2015 ◽  
Vol 785 ◽  
Author(s):  
B. E. Schmidt ◽  
J. E. Shepherd
Keyword(s):  
Reynolds Number ◽  
Supersonic Flow ◽  
Strouhal Number ◽  
Subsonic Flow ◽  
Reynolds Numbers ◽  
Acoustic Signals ◽  
Cylinder Surface ◽  
Periodic Oscillations ◽  
Number Range ◽  
Subsonic Region

The wake behind a circular cylinder in Mach 4 flow is examined experimentally in the Reynolds number range $2\times 10^{4}$ to $5\times 10^{5}$. Periodic oscillations of the sliplines in the wake are observed. The Strouhal number of the oscillations based on the diameter of the cylinder is found to increase monotonically from 0.30 to 0.50 with increasing Reynolds number. If the Strouhal number is formed using the length of the sliplines, however, it has a constant value of approximately 0.48 for all Reynolds numbers studied. This scaling indicates that the oscillations in supersonic flow are likely driven by acoustic signals propagating back and forth through the subsonic region between the separation points on the cylinder and the neck where the sliplines converge, unlike in subsonic flow where oscillations are caused by vortices shed from the cylinder surface.

Numerical solutions for steady flow past a circular cylinder at Reynolds numbers up to 100

1970 ◽  
Vol 42 (3) ◽  
pp. 471-489 ◽  
Author(s):  
S. C. R. Dennis ◽  
Gau-Zu Chang
Keyword(s):  
Reynolds Number ◽  
Circular Cylinder ◽  
Steady Flow ◽  
Numerical Solutions ◽  
Equations Of Motion ◽  
Reynolds Numbers ◽  
Reliable Data ◽  
Time Dependent ◽  
Cylinder Surface ◽  
Number Range

Finite-difference solutions of the equations of motion for steady incompressible flow around a circular cylinder have been obtained for a range of Reynolds numbers from R = 5 to R = 100. The object is to extend the Reynolds number range for reliable data on the steady flow, particularly with regard to the growth of the wake. The wake length is found to increase approximately linearly with R over the whole range from the value, just below R = 7, at which it first appears. Calculated values of the drag coefficient, the angle of separation, and the pressure and vorticity distributions over the cylinder surface are presented. The development of these properties with Reynolds number is consistent, but it does not seem possible to predict with any certainty their tendency as R → ∞. The first attempt to obtain the present results was made by integrating the time-dependent equations, but the approach to steady flow was so slow at higher Reynolds numbers that the method was abandoned.

Heat Transfer for High Aspect Ratio Rectangular Channels in a Stationary Serpentine Passage With Turbulated and Smooth Surfaces

2013 ◽  
Author(s):  
Matthew A. Smith ◽  
Randall M. Mathison ◽  
Michael G. Dunn
Keyword(s):  
Heat Transfer ◽  
Reynolds Number ◽  
Aspect Ratio ◽  
Flow Behavior ◽  
Reynolds Numbers ◽  
Hydraulic Diameter ◽  
Internal Cooling ◽  
Number Range ◽  
Aspect Ratios ◽  
Parallel Configuration

Heat transfer distributions are presented for a stationary three passage serpentine internal cooling channel for a range of engine representative Reynolds numbers. The spacing between the sidewalls of the serpentine passage is fixed and the aspect ratio (AR) is adjusted to 1:1, 1:2, and 1:6 by changing the distance between the top and bottom walls. Data are presented for aspect ratios of 1:1 and 1:6 for smooth passage walls and for aspect ratios of 1:1, 1:2, and 1:6 for passages with two surfaces turbulated. For the turbulated cases, turbulators skewed 45° to the flow are installed on the top and bottom walls. The square turbulators are arranged in an offset parallel configuration with a fixed rib pitch-to-height ratio (P/e) of 10 and a rib height-to-hydraulic diameter ratio (e/Dh) range of 0.100 to 0.058 for AR 1:1 to 1:6, respectively. The experiments span a Reynolds number range of 4,000 to 130,000 based on the passage hydraulic diameter. While this experiment utilizes a basic layout similar to previous research, it is the first to run an aspect ratio as large as 1:6, and it also pushes the Reynolds number to higher values than were previously available for the 1:2 aspect ratio. The results demonstrate that while the normalized Nusselt number for the AR 1:2 configuration changes linearly with Reynolds number up to 130,000, there is a significant change in flow behavior between Re = 25,000 and Re = 50,000 for the aspect ratio 1:6 case. This suggests that while it may be possible to interpolate between points for different flow conditions, each geometric configuration must be investigated independently. The results show the highest heat transfer and the greatest heat transfer enhancement are obtained with the AR 1:6 configuration due to greater secondary flow development for both the smooth and turbulated cases. This enhancement was particularly notable for the AR 1:6 case for Reynolds numbers at or above 50,000.

Heat Transfer And Pressure Drop Of An Angled Discrete Turbulator At Elevated Reynolds Numbers Up To 900,000

2021 ◽  
pp. 1-29
Author(s):  
Sam Ghazi-Hesami ◽  
Dylan Wise ◽  
Keith Taylor ◽  
Peter Ireland ◽  
Étienne Robert
Keyword(s):  
Heat Transfer ◽  
Reynolds Number ◽  
Pressure Drop ◽  
Friction Factor ◽  
Rectangular Channel ◽  
Reynolds Numbers ◽  
Enhance Heat Transfer ◽  
Near Surface ◽  
Number Range ◽  
Smooth Channel

Abstract Turbulators are a promising avenue to enhance heat transfer in a wide variety of applications. An experimental and numerical investigation of heat transfer and pressure drop of a broken V (chevron) turbulator is presented at Reynolds numbers ranging from approximately 300,000 to 900,000 in a rectangular channel with an aspect ratio (width/height) of 1.29. The rib height is 3% of the channel hydraulic diameter while the rib spacing to rib height ratio is fixed at 10. Heat transfer measurements are performed on the flat surface between ribs using transient liquid crystal thermography. The experimental results reveal a significant increase of the heat transfer and friction factor of the ribbed surface compared to a smooth channel. Both parameters increase with Reynolds number, with a heat transfer enhancement ratio of up to 2.15 (relative to a smooth channel) and a friction factor ratio of up to 6.32 over the investigated Reynolds number range. Complementary CFD RANS (Reynolds-Averaged Navier-Stokes) simulations are performed with the κ-ω SST turbulence model in ANSYS Fluent® 17.1, and the numerical estimates are compared against the experimental data. The results reveal that the discrepancy between the experimentally measured area averaged Nusselt number and the numerical estimates increases from approximately 3% to 13% with increasing Reynolds number from 339,000 to 917,000. The numerical estimates indicate turbulators enhance heat transfer by interrupting the boundary layer as well as increasing near surface turbulent kinetic energy and mixing.

Empirical Estimates of Body Drag of Large Waterfowl and Raptors

1988 ◽  
Vol 135 (1) ◽  
pp. 253-264 ◽  
Author(s):  
C. J. PENNYCUICK ◽  
HOLLIDAY H. OBRECHT ◽  
MARK R. FULLER
Keyword(s):  
Reynolds Number ◽  
Reynolds Numbers ◽  
The Body ◽  
Number Range ◽  
Empirical Estimates ◽  
A Value ◽  
Body Drag ◽  
Wind Tunnel Measurements ◽  
Large Living ◽  
Performance Estimates

To whom reprint requests should be addressed. Measurements of the body frontal area of some large living waterfowl (Anatidae) and raptors (Falconiformes) were found to vary with the two-thirds power of the body mass, with no distinction between the two groups. Wind tunnel measurements on frozen bodies gave drag coefficients ranging from 0.25 to 0.39, in the Reynolds number range 145 000 to 462 000. Combining these observations with those of Prior (1984), which extended to lower Reynolds numbers, a practical rule is proposed for choosing a value of the body drag coefficient for use in performance estimates.

Computational Fluid Dynamics Study of a Flexible Flapping Hydrofoil Propulsor

2016 ◽  
Author(s):  
Harikrishnan Vijayakumaran ◽  
Parameswaran Krishnankutty
Keyword(s):  
Fluid Dynamics ◽  
Reynolds Number ◽  
Strouhal Number ◽  
Thrust Coefficient ◽  
Number Range ◽  
Wake Field ◽  
Propulsive Performance ◽  
Velocity Magnitude ◽  
Maximum Angle ◽  
Motion Parameters

A CFD study to understand the hydrodynamics and fluid flow around a chordwise flexible hydrofoil with combined sway and yaw motion which imitates the caudal fin flapping in thunniforms, is presented. The dependency of motion parameters of the flexible flapping hydrofoil to its propulsive performance is studied by carrying out the analyses over a Strouhal number range of 0.1 to 0.4 in steps of 0.025 at three maximum angle of attacks viz. 10°,15°,20°. Qualitative observations of the wake field and trailing jet is presented using velocity magnitude contours and vorticity contours. The analyses carried out at 40,000 Reynolds number and sway amplitude of 0.75 chordlength, revealed that the average thrust coefficient increases with increase in Strouhal number and maximum angle of attacks. The highest efficiency is achieved when the maximum angle of attack is 15° and Strouhal number is 0.225.

Friction Factor Behavior From Flat-Plate Tests of 12.15 mm Diameter Hole-Pattern Roughened Surfaces

2011 ◽  
Author(s):  
Thanesh Deva Asirvatham ◽  
Dara W. Childs ◽  
Stephen Phillips
Keyword(s):  
Reynolds Number ◽  
Flat Plate ◽  
Friction Factor ◽  
Dynamic Pressure ◽  
Reynolds Numbers ◽  
Stagnation Temperature ◽  
Flat Plates ◽  
Number Range ◽  
Current Test ◽  
Rough Plate

A flat-plate tester is used to measure the friction-factor behavior for a hole-pattern-roughened surface facing a smooth surface with compressed air as the medium. Measurements of mass flow rate, static pressure drop and stagnation temperature are carried out and used to find a combined (stator + rotor) Fanning friction factor value. In addition, dynamic pressure measurements are made at four axial locations at the bottom of individual holes of the rough plate and at facing locations in the smooth plate. The description of the test rig and instrumentation, and the procedure of testing and calculation are explained in detail in Kheireddin in 2009 and Childs et al. in 2010. Three hole-pattern flat-plates with a hole-pattern diameter of 12.15 mm were tested having depths of 0.9, 1.9, and 2.9 mm. Tests were done with clearances at 0.254, 0.381, and 0.653 mm, and inlet pressures of 56, 70 and 84 bar for a range of pressure ratios, yielding a Reynolds-number range of 100,000 to 800,000. The effects of Reynolds number, clearance, inlet pressure, and hole depth on friction factor are studied. The data are compared to friction factor values of three hole-pattern flat-plates with 3.175 mm diameter holes with hole depths of 1.9, 2.6, and 3.302 mm tested in the same rig described by Kheireddin in 2009. The test program was initiated mainly to investigate a “friction-factor jump” phenomenon cited by Ha et al. in 1992 in test results from a flat-plate tester using facing hole-pattern plates where, at elevated values of Reynolds numbers, the friction factor began to increase steadily with increasing Reynolds numbers. Friction-factor jump was not observed in any of the current test cases.

An approximate theory for the streaming motion past axisymmetric bodies at Reynolds numbers of from 1 to approximately 100

1977 ◽  
Vol 82 (3) ◽  
pp. 583-604 ◽  
Author(s):  
Michael S. Kolansky ◽  
Sheldon Weinbaum ◽  
Robert Pfeffer
Keyword(s):  
Boundary Layer ◽  
Reynolds Number ◽  
Pressure Gradient ◽  
Reynolds Numbers ◽  
Bluff Bodies ◽  
Approximate Theory ◽  
Viscous Term ◽  
Number Range ◽  
Curvature Effects ◽  
Flow Past

In Weinbaum et al. (1976) a simple new pressure hypothesis is derived which enables one to take account of the displacement interaction, the geometrical change in streamline radius of curvature and centrifugal effects in the thick viscous layers surrounding two-dimensional bluff bodies in the intermediate Reynolds number range O(1) < Re < O(102) using conventional Prandtl boundary-layer equations. The new pressure hypothesis states that the streamwise pressure gradient as a function of distance from the forward stagnation point on the displacement body is equal to the wall pressure gradient as a function of distance along the original body. This hypothesis is shown to be equivalent to stretching the streamwise body co-ordinate in conventional first-order boundary-layer theory. The present investigation shows that the same pressure hypothesis applies for the intermediate Reynolds number flow past axisymmetric bluff bodies except that the viscous term in the conventional axisymmetric boundary-layer equation must also be modified for transverse curvature effects O(δ) in the divergence of the stress tensor. The approximate solutions presented for the location of separation and the detailed surface pressure and vorticity distribution for the flow past spheres, spheroids and paraboloids of revolution at various Reynolds numbers in the range O(1) < Re < O(102) are in good agreement with available numerical Navier–Stokes solutions.

Flow Around an Elliptic Cylinder in the Critical Reynolds Number Regime

1987 ◽  
Vol 109 (2) ◽  
pp. 149-155 ◽  
Author(s):  
T. Ota ◽  
H. Nishiyama ◽  
Y. Taoka
Keyword(s):  
Reynolds Number ◽  
Strouhal Number ◽  
Critical Reynolds Number ◽  
Separation Bubble ◽  
Leading Edge ◽  
Elliptic Cylinder ◽  
Reynold Number ◽  
Major Axis ◽  
Cylinder Surface ◽  
Axis Ratio

Flow around an elliptic cylinder of axis ratio 1:3 has been investigated experimentally in the critical Reynolds number regime on the basis of mean static pressure measurements along the cylinder surface and of hot-wire velocity measurements in the near wake. The critical Reynold number has been found to vary with the angle of attack α and attains a minimum around α = 5 to 10 deg. At the critical Reynolds number, the drag, lift, and moment coefficients change discontinuously, and the Strouhal number based on the upstream uniform flow velocity and the major axis length of the cylinder reaches a maximum of about 1.0 to 1.5 depending on α. It is found, however, that the universal Strouhal number based on the velocity along the separated shear layer and the wake width is nearly equal to 0.19, on average, even in the critical Reynolds number regime. The pressure distribution along with the surface oil flow pattern revealed the existence of a small separation bubble near the leading edge accompanying a turbulent boundary layer.

Simulations of Droplet Collisions in Shear Flow

2012 ◽  
Author(s):  
Orest Shardt ◽  
J. J. Derksen ◽  
Sushanta K. Mitra
Keyword(s):  
Reynolds Number ◽  
Shear Flow ◽  
Capillary Number ◽  
Three Dimensional ◽  
Reynolds Numbers ◽  
Simple Shear Flow ◽  
Number Range ◽  
Droplet Collisions ◽  
Critical Capillary Number ◽  
Boltzmann Method

When droplets collide in a shear flow, they may coalesce or remain separate after the collision. At low Reynolds numbers, droplets coalesce when the capillary number does not exceed a critical value. We present three-dimensional simulations of droplet coalescence in a simple shear flow. We use a free-energy lattice Boltzmann method (LBM) and study the collision outcome as a function of the Reynolds and capillary numbers. We study the Reynolds number range from 0.2 to 1.4 and capillary numbers between 0.1 and 0.5. We determine the critical capillary number for the simulations (0.19) and find that it is does not depend on the Reynolds number. The simulations are compared with experiments on collisions between confined droplets in shear flow. The critical capillary number in the simulations is about a factor of 25 higher than the experimental value.

Strut Interference Effects on Pitot Tube Velocity Measurements

2007 ◽  
Author(s):  
Sandra K. S. Boetcher ◽  
Ephraim M. Sparrow
Keyword(s):  
Reynolds Number ◽  
Reynolds Numbers ◽  
The Body ◽  
Pitot Tube ◽  
Velocity Measurements ◽  
Measuring Device ◽  
Number Range ◽  
Low Reynolds Numbers ◽  
Velocity Measuring ◽  
The Impact

The possible impact of the presence of the strut portion of a Pitot tube on the efficacy of the tube as a velocity-measuring device has been evaluated by numerical simulation. At sufficiently low Reynolds numbers, there is a possibility that the precursive effects of the strut could alter the flow field adjacent to the static taps on the body of the Pitot tube and might even affect the impact pressure measured at the nose. The simulations were performed in dimensionless form with the Reynolds number being the only prescribed parameter, but the dimensions were taken from a short-shanked Pitot tube. Over the Reynolds number range from 1500 to 4000, a slight effect of the strut was identified. However, the variation due to the presence of the shank of the velocity measured by the Pitot tube operating in that range of Reynolds numbers was only 1.5%.

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