Effect of Rotor Wake Structure on Fan Interaction Tone Noise

AIAA Journal ◽  
2012 ◽  
Vol 50 (4) ◽  
pp. 818-831 ◽  
Author(s):  
Jeremy Maunus ◽  
Sheryl M. Grace ◽  
Douglas L. Sondak
Keyword(s):  
Wake Structure ◽  
Rotor Wake ◽  
Interaction Tone Noise

Rotor Wake Structure Development in Low Reynolds Number Conditions

2018 ◽  
Author(s):  
Mark L. Sutkowy ◽  
Anshuman Pandey ◽  
Matthew McCrink ◽  
James W. Gregory
Keyword(s):  
Reynolds Number ◽  
Low Reynolds Number ◽  
Structure Development ◽  
Wake Structure ◽  
Rotor Wake ◽  
Low Reynolds

Unsteady Numerical Simulation of Shock Systems in Vaneless Counter-Rotating Turbine

2005 ◽  
Author(s):  
Huishe Wang ◽  
Qingjun Zhao ◽  
Xiaolu Zhao ◽  
Jianzhong Xu
Keyword(s):  
Numerical Simulation ◽  
Mach Number ◽  
Leading Edge ◽  
Turbine Rotor ◽  
Nozzle Design ◽  
Suction Surface ◽  
Rotor Wake ◽  
Wake Interaction ◽  
Unsteady Numerical Simulation ◽  
Almost All

A detailed unsteady numerical simulation has been carried out to investigate the shock systems in the high pressure (HP) turbine rotor and unsteady shock-wake interaction between coupled blade rows in a 1+1/2 counter-rotating turbine (VCRT). For the VCRT HP rotor, due to the convergent-divergent nozzle design, along almost all the span, fishtail shock systems appear after the trailing edge, where the pitch averaged relative Mach number is exceeding the value of 1.4 and up to 1.5 approximately (except the both endwalls). A group of pressure waves create from the suction surface after about 60% axial chord in the VCRT HP rotor, and those waves interact with the inner-extending shock (IES). IES first impinges on the next HP rotor suction surface and its echo wave is strong enough and cannot be neglected, then the echo wave interacts with the HP rotor wake. Strongly influenced by the HP rotor wake and LP rotor, the HP rotor outer-extending shock (OES) varies periodically when moving from one LP rotor leading edge to the next. In VCRT, the relative Mach numbers in front of IES and OES are not equal, and in front of IES, the maximum relative Mach number is more than 2.0, but in front of OES, the maximum relative Mach number is less than 1.9. Moreover, behind IES and OES, the flow is supersonic. Though the shocks are intensified in VCRT, the loss resulted in by the shocks is acceptable, and the HP rotor using convergent-divergent nozzle design can obtain major benefits.

Summary of the interaction of a rotor wake with a circular cylinder

AIAA Journal ◽  
1995 ◽  
Vol 33 (3) ◽  
pp. 470-478 ◽  
Author(s):  
J. M. Kim ◽  
N. M. Komerath
Keyword(s):  
Circular Cylinder ◽  
Rotor Wake

The effect of tail geometry on the slipstream and unsteady wake structure of high-speed trains

2017 ◽  
Vol 83 ◽  
pp. 215-230 ◽  
Author(s):  
J.R. Bell ◽  
D. Burton ◽  
M.C. Thompson ◽  
A.H. Herbst ◽  
J. Sheridan
Keyword(s):  
High Speed ◽  
Wake Structure ◽  
Unsteady Wake ◽  
High Speed Trains

scholarly journals Detailed Wake Structure behind an Elastic Airfoil

2009 ◽  
Vol 4 (2) ◽  
pp. 391-400 ◽  
Author(s):  
Masaki FUCHIWAKI ◽  
Tomoki KURINAMI ◽  
Kazuhiro TANAKA
Keyword(s):  
Wake Structure

Rotor Wake Modeling for Flight Dynamic Simulation of Helicopters

AIAA Journal ◽  
10.2514/2.922 ◽  
2000 ◽  
Vol 38 (1) ◽  
pp. 57-63 ◽  
Author(s):  
Richard E. Brown
Keyword(s):  
Dynamic Simulation ◽  
Rotor Wake ◽  
Wake Modeling

Automotive Drag Reduction through Distributed Base Roughness Elements

2014 ◽  
Vol 553 ◽  
pp. 267-272
Author(s):  
Iain Robertson ◽  
Adrien Becot ◽  
Adrian Gaylard ◽  
Ben Thornber
Keyword(s):  
Drag Reduction ◽  
Reference Model ◽  
Detailed Examination ◽  
Rear Face ◽  
Cfd Simulations ◽  
Near Wake ◽  
Wake Structure ◽  
Pressure Drag ◽  
Roughness Elements ◽  
Baseline Case

This paper focuses on the effect of base roughness added to the rear of an automotive reference model, the Windsor model. This roughness addition was found to reduce both the drag and the lift of the model. RANS CFD simulations presented here replicate the experimentally observed drag reduction and enable a detailed examination of the mechanisms behind this effect. Investigations into the wake structure of the configurations with base roughness and the baseline case without base roughness showed the main changes to the wake to include a reduction in the overall size of the wake with base roughness present. Furthermore a reduction in the near wall velocities at the rear of the model caused stretching of the upper and lower vortices, a more turbulent near wake and pressure recovery over much of the rear face. This leads to reduce levels of pressure drag on the model.

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