scholarly journals Flow features in channels with pulsating fluid movement regime

2020 ◽  
Author(s):  
Natalia Sidenko ◽  
Egils Dzelzitis
Keyword(s):  
Fluid Movement ◽  
Flow Features ◽  
Pulsating Fluid

Measurement of surface flow features at the stagnation region of a swept cylinder

1994 ◽  
Author(s):  
S. Mangalam ◽  
S. Venkateswaran ◽  
S. Korategere
Keyword(s):  
Surface Flow ◽  
Stagnation Region ◽  
Flow Features

scholarly journals Flow features in a pooled fishway with V-shaped weir formation

2020 ◽  
Vol 14 (1) ◽  
pp. 1337-1350
Author(s):  
Shicheng Li ◽  
James Yang ◽  
Xin Ma ◽  
Xin Li
Keyword(s):  
Flow Features

Aerodynamics and flow features of a damselfly in takeoff flight

2017 ◽  
Vol 12 (5) ◽  
pp. 056006 ◽  
Author(s):  
Ayodeji T Bode-Oke ◽  
Samane Zeyghami ◽  
Haibo Dong
Keyword(s):  
Flow Features

scholarly journals Urban Boundary Layers Over Dense and Tall Canopies

2021 ◽  
Author(s):  
Alexandros Makedonas ◽  
Matteo Carpentieri ◽  
Marco Placidi
Keyword(s):  
Packing Density ◽  
Laser Doppler Anemometry ◽  
Canopy Height ◽  
Roughness Sublayer ◽  
Average Height ◽  
Wind Tunnel Experiments ◽  
Mean Velocity ◽  
Flow Features ◽  
Stress Layer ◽  
Density Results

AbstractWind-tunnel experiments were carried out on four urban morphologies: two tall canopies with uniform height and two super-tall canopies with a large variation in element heights (where the maximum element height is more than double the average canopy height, $$h_{max}=2.5h_{avg}$$ h max = 2.5 h avg ). The average canopy height and packing density are fixed across the surfaces to $$h_{avg} = 80~\hbox {mm}$$ h avg = 80 mm , and $$\lambda _{p} = 0.44$$ λ p = 0.44 , respectively. A combination of laser Doppler anemometry and direct-drag measurements are used to calculate and scale the mean velocity profiles with the boundary-layer depth $$\delta $$ δ . In the uniform-height experiment, the high packing density results in a ‘skimming flow’ regime with very little flow penetration into the canopy. This leads to a surprisingly shallow roughness sublayer (depth $$\approx 1.15h_{avg}$$ ≈ 1.15 h avg ), and a well-defined inertial sublayer above it. In the heterogeneous-height canopies, despite the same packing density and average height, the flow features are significantly different. The height heterogeneity enhances mixing, thus encouraging deep flow penetration into the canopy. A deeper roughness sublayer is found to exist extending up to just above the tallest element height (corresponding to $$z/h_{avg} = 2.85$$ z / h avg = 2.85 ), which is found to be the dominant length scale controlling the flow behaviour. Results point toward the existence of a constant-stress layer for all surfaces considered herein despite the severity of the surface roughness ($$\delta /h_{avg} = 3 - 6.25$$ δ / h avg = 3 - 6.25 ). This contrasts with the previous literature.

The Influence of Manufacturing Tolerances on Swirler Durability

2014 ◽  
Author(s):  
Nagaraja S. Rudrapatna ◽  
Richard R. Bohman ◽  
Jonathan K. Anderson ◽  
Rudolph Dudebout ◽  
Richard Hausen
Keyword(s):  
Damage Mechanism ◽  
Jet Fuel ◽  
Combustible Mixture ◽  
Fuel Injector ◽  
Component Level ◽  
Pareto Chart ◽  
Flow Features ◽  
Manufacturing Tolerances ◽  
Oxidation Damage ◽  
Component Assembly

Jet fuel flowing through the fuel injector is atomized and then mixed with high temperature compressed air flowing through the swirler to create a combustible mixture inside a gas turbine combustor. Individual geometric and flow features are carefully tuned at a component level to deliver optimum combustion performance. In a critical interface such as the fuel injector and swirler, manufacturing tolerances not only have an impact on combustor performance and operability but also on durability, as the relative position of the fuel injector to the swirler significantly impacts the swirler temperature. This paper studies the influence of manufacturing tolerances on component assembly and the resulting impact on swirler temperature. The oxidation damage mechanism of the swirler is used as a measure to assess swirler durability. A Pareto chart of the effect of manufacturing tolerances on metal temperature is used to highlight the key influencing parameters. Probability distribution associated with manufacturing tolerances is gathered with Monte Carlo simulation to guide the design.

scholarly journals Progressive Monte Carlo rendering of atmospheric flow features across scales

2017 ◽  
Vol 2 (9) ◽  
Author(s):  
Tobias Günther ◽  
Alexander Kuhn ◽  
Hans-Christian Hege ◽  
Markus Gross ◽  
Holger Theisel
Keyword(s):  
Monte Carlo ◽  
Atmospheric Flow ◽  
Monte Carlo Rendering ◽  
Flow Features

A numerical study on the single pulsed energy addition based unsteady wave drag reduction at varied hypersonic flow regimes

2020 ◽  
pp. 095441002097313
Author(s):  
Dathi SNV Rajasekhar Rao ◽  
Bibin John
Keyword(s):  
Steady State ◽  
Mach Number ◽  
Drag Reduction ◽  
Shock Layer ◽  
Blunt Body ◽  
Wave Drag ◽  
Flow Features ◽  
Energy Pulse ◽  
Energy Addition ◽  
Wave Drag Reduction

In this study, unsteady wave drag reduction in hypersonic flowfield using pulsed energy addition is numerically investigated. A single energy pulse is considered to analyze the time-averaged drag reduction/pulse. The blast wave creation, translation and its interaction with shock layer are studied. As the wave drag depends only on the inviscid aspects of the flowfield, Euler part of a well-established compressible flow Navier-Stokes solver USHAS (Unstructured Solver for Hypersonic Aerothermodynamics) is employed for the present study. To explore the feasibility of pulsed energy addition in reducing the wave drag at different flight conditions, flight Mach numbers of 5.75, 6.9 and 8.0 are chosen for the study. An [Formula: see text] apex angle blunt cone model is considered to be placed in such hypersonic streams, and steady-state drag and unsteady drag reductions are computed. The simulation results indicate that drag of the blunt-body can be reduced below the steady-state drag for a significant period of energy bubble-shock layer interaction, and the corresponding propulsive energy savings can be up to 9%. For energy pulse of magnitude 100mJ deposited to a spherical region of 2 mm radius, located 50 mm upstream of the blunt-body offered a maximum percentage of wave drag reduction in the case of Mach 8.0 flowfield. Two different flow features are found to be responsible for the drag reduction, one is the low-density core of the blast wave and the second one is the baroclinic vortex created due to the plasma energy bubble-shock layer interaction. For the same freestream stagnation conditions, these two flow features are noted to be very predominant in the case of high Mach number flow in comparison to Mach 5.75 and 6.9 cases. However, the ratio of energy saved to the energy consumed is noted as a maximum for the lower Mach number case.

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