The Effect of Air Cavity Convection on the Wetting and Drying Behavior of Wood-Frame Walls Using a Multi-Physics Approach

2009 ◽  
Vol 6 (10) ◽  
pp. 101455 ◽  
Author(s):  
Achilles N. Karagiozis ◽  
Hartwig M. Kuenzel ◽  
Barry Hardman ◽  
Charles G. Carll ◽  
Theresa Weston ◽  
...  
Keyword(s):  
Wetting And Drying ◽  
Air Cavity ◽  
Drying Behavior ◽  
Wood Frame

scholarly journals Assessment of an Enhanced Thin Film Model to Capture Wetting and Drying Behavior in an Aero-Engine Bearing Chamber

2019 ◽  
Author(s):  
Kuldeep Singh ◽  
Medhat Sharabi ◽  
Stephen Ambrose ◽  
Carol Eastwick ◽  
Richard Jefferson-Loveday ◽  
...  
Keyword(s):  
Thin Film ◽  
Contact Angle ◽  
Film Thickness ◽  
Wetting And Drying ◽  
Film Model ◽  
Thin Film Model ◽  
Aero Engine ◽  
Thickness Prediction ◽  
Drying Behavior ◽  
Engine Bearing

Abstract In the present work, a wetting and drying model is coupled with Eulerian Thin-Film model (ETFM) to analyze the wetting and drying behavior inside the bearing chamber. In the enhanced model, an additional source term is included to account for the contact angle effect. These models were coupled with volume-of-fluid (VOF) such that the core region is resolved by VOF and region close to the chamber walls, where a thin film is expected is resolved by either ETFM or enhanced ETFM model. Numerical studies are conducted for a shaft speed of 5,000 rpm, lubricant and air flow rates of 100 1/hr and 10 g/s respectively, at a scavenging ratio of 4. In the case of enhanced ETFM model lubricant to surface contact angle was varied from 10° to 45°. The performance of enhanced ETFM model is evaluated to capture drying and wetting behavior on a flat plate and found to be satisfactory. Film thickness prediction of enhanced ETFM model is found to be comparable with the VOF predictions reported in the literature. The effect of contact angle on the spreading of oil and film thickness is found to be small for the investigated conditions on an aero-engine bearing chamber.

scholarly journals Wetting/Drying Behavior of Lime and Alkaline Activation Stabilized Marine Clay Reinforced with Modified Coir Fiber

Materials ◽  
2020 ◽  
Vol 13 (12) ◽  
pp. 2753
Author(s):  
Fatin Amirah Kamaruddin ◽  
Vivi Anggraini ◽  
Bujang Kim Huat ◽  
Haslinda Nahazanan
Keyword(s):  
Soil Moisture Content ◽  
Clay Soil ◽  
Weather Conditions ◽  
Coir Fiber ◽  
Volume Changes ◽  
Marine Clay ◽  
Wetting And Drying ◽  
Alkaline Activation ◽  
Curing Period ◽  
Drying Behavior

The durability of natural and treated clay soil stabilized with lime and alkaline activation (AA) affected by environmental factors (hot and humid) was determined in this study. Investigation and evaluation on the strength of the soil, moisture content, and volume change of the specimen were determined at each curing period (7, 28, and 90 days) based on the weather conditions. An unconfined compressive strength (UCS) of the specimen at three different wetting/drying cycles (one, three, and five cycles) was determined. The findings show that the strength of the treated specimens fluctuated with increment and decrement strength (one and three cycles) in the range of 1.41 to 1.88 MPa (lime) and 2.64 to 8.29 MPa (AA), while for five cycles with a curing period of 90 days the decrement was in the range of 1.62 to 1.25 MPa and 6.06 to 5.89 MPa for lime and AA, respectively. The decrement percentage for treated samples that were subjected to five cycles of wetting and drying in 90 days was found to be 20.38% (lime) and 38.64% (AA), respectively. Therefore, it can be summarized that wetting/drying cycles have a significant influence on the durability, strength, and the volume changes of the specimens.

scholarly journals A unified description of hydrophilic and superhydrophobic surfaces in terms of the wetting and drying transitions of liquids

2019 ◽  
Vol 116 (48) ◽  
pp. 23901-23908 ◽  
Author(s):  
Robert Evans ◽  
Maria C. Stewart ◽  
Nigel B. Wilding
Keyword(s):  
Phase Diagram ◽  
Materials Science ◽  
Lattice Models ◽  
Solid Substrate ◽  
Wetting And Drying ◽  
Wetting Transitions ◽  
Remarkable Feature ◽  
Drying Behavior ◽  
And Wetting Transitions ◽  
Unified Description

Clarifying the factors that control the contact angle of a liquid on a solid substrate is a long-standing scientific problem pertinent across physics, chemistry, and materials science. Progress has been hampered by the lack of a comprehensive and unified understanding of the physics of wetting and drying phase transitions. Using various theoretical and simulational techniques applied to realistic fluid models, we elucidate how the character of these transitions depends sensitively on both the range of fluid–fluid and substrate–fluid interactions and the temperature. Our calculations uncover previously unrecognized classes of surface phase diagram which differ from that established for simple lattice models and often assumed to be universal. The differences relate both to the topology of the phase diagram and to the nature of the transitions, with a remarkable feature being a difference between drying and wetting transitions which persists even in the approach to the bulk critical point. Most experimental and simulational studies of liquids at a substrate belong to one of these previously unrecognized classes. We predict that while there appears to be nothing particularly special about water with regard to its wetting and drying behavior, superhydrophobic behavior should be more readily observable in experiments conducted at high temperatures than at room temperature.

Plane Wave Resonance in the Tire Air Cavity as a Vehicle Interior Noise Source

1995 ◽  
Vol 23 (1) ◽  
pp. 2-10 ◽  
Author(s):  
J. K. Thompson
Keyword(s):  
Closed Form Solution ◽  
Form Solution ◽  
Interior Noise ◽  
Cavity Resonance ◽  
Test Results ◽  
Vehicle Interior ◽  
Air Cavity ◽  
Vehicle Interior Noise ◽  
Wave Resonance ◽  
Resonance Frequencies

Abstract Vehicle interior noise is the result of numerous sources of excitation. One source involving tire pavement interaction is the tire air cavity resonance and the forcing it provides to the vehicle spindle: This paper applies fundamental principles combined with experimental verification to describe the tire cavity resonance. A closed form solution is developed to predict the resonance frequencies from geometric data. Tire test results are used to examine the accuracy of predictions of undeflected and deflected tire resonances. Errors in predicted and actual frequencies are shown to be less than 2%. The nature of the forcing this resonance as it applies to the vehicle spindle is also examined.

Porous Structure and Transport Properties of a Carbonized Phenolic Resin

1995 ◽  
Vol 60 (2) ◽  
pp. 172-187 ◽  
Author(s):  
Pavel Fott ◽  
František Kolář ◽  
Zuzana Weishauptová
Keyword(s):  
Porous Structure ◽  
Transport Properties ◽  
Phenolic Resin ◽  
Arrhenius Equation ◽  
Mercury Porosimetry ◽  
Micropore Volume ◽  
Microporous Structure ◽  
Wetting And Drying ◽  
Phenolic Resins ◽  
Kinetics Of

On carbonizing phenolic resins, the development of porous structure takes place which influences the transport properties of carbonized materials. To give a true picture of this effect, specimens in the shape of plates were prepared and carbonized at various temperatures. The carbonizates obtained were studied by adsorption methods, electron microscopy, and mercury porosimetry. Diffusivities were evaluated in terms of measuring the kinetics of wetting and drying. It was found out that the porous structure of specimens in different stages of carbonization is formed mostly by micropores whose volumes were within 0.06 to 0.22 cm3/g. The maximum micropore volume is reached at the temperature of 750 °C. The dependence of diffusivity on the carbonization temperature is nearly constant at first, begins to increase in the vicinity of 400 °C, and at 600 °C attains its maximum. The experimental results reached are in agreement with the conception of the development and gradual closing of the microporous structure in the course of carbonization. The dependence of diffusivity on temperature can be expressed by the Arrhenius equation. In this connection, two possible models of mass transport were discussed.

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