The Role of Boundary-Layer Thickness on Cylinder-Generated Shock-Wave/Turbulent Boundary-Layer Interactions, Part I: Computations

2018 ◽  
Author(s):  
Stefen A. Lindörfer ◽  
Christopher S. Combs ◽  
Ryan B. Bond ◽  
John D. Schmisseur
Keyword(s):  
Boundary Layer ◽  
Shock Wave ◽  
Turbulent Boundary Layer ◽  
Layer Thickness ◽  
Boundary Layer Thickness

scholarly journals Flow around a Finite Circular Cylinder on a Flat Plate : Cylinder height greater than turbulent boundary layer thickness

1984 ◽  
Vol 27 (232) ◽  
pp. 2142-2151 ◽  
Author(s):  
Takao KAWAMURA ◽  
Munehiko HIWADA ◽  
Toshiharu HIBINO ◽  
Ikuo MABUCHI ◽  
Masaya KUMADA
Keyword(s):  
Boundary Layer ◽  
Circular Cylinder ◽  
Turbulent Boundary Layer ◽  
Flat Plate ◽  
Layer Thickness ◽  
Boundary Layer Thickness

Surface roughness effect on rotor broadband noise

2018 ◽  
Vol 17 (4-5) ◽  
pp. 438-466 ◽  
Author(s):  
Baofeng Cheng ◽  
Yiqiang Han ◽  
Kenneth S Brentner ◽  
Jose Palacios ◽  
Philip J Morris ◽  
...  
Keyword(s):  
Boundary Layer ◽  
Surface Roughness ◽  
Turbulent Boundary Layer ◽  
Layer Thickness ◽  
Turbulence Intensity ◽  
Boundary Layer Thickness ◽  
Broadband Noise ◽  
Ice Accretion ◽  
Trailing Edge ◽  
Trailing Edge Noise

The change of helicopter rotor broadband noise due to different surface roughness during ice accretion is investigated. Comprehensive rotor broadband noise measurements are carried out on rotor blades with different roughness sizes and rotation speeds in two facilities: the Adverse Environment Rotor Test Stand facility at The Pennsylvania State University, and the University of Maryland Acoustic Chamber. In both facilities, the measured high-frequency broadband noise increases significantly with increasing surface roughness height. Rotor broadband noise source identification is conducted and the broadband noise related to ice accretion is thought to be turbulent boundary layer-trailing edge noise. Theory suggests turbulent boundary layer-trailing edge noise scales with Mach number to the fifth power, which is also observed in the experimental data confirming that the dominant broadband noise mechanism during ice accretion is trailing edge noise. A correlation between the ice-induced surface roughness and the broadband noise level is developed. The correlation is strong, which can be used as an ice accretion early detection tool for helicopters, as well as to quantify the ice-induced roughness at the early stage of rotor ice accretion. The trailing edge noise theories developed by Ffowcs Williams and Hall, and Howe both identify two important parameters: boundary layer thickness and turbulence intensity. Numerical studies of two-dimensional airfoils with different ice-induced surface roughness heights are conducted to investigate the extent that surface roughness impacts the boundary layer thickness and turbulence intensity (and ultimately the turbulent boundary layer-trailing edge noise). The results show that boundary layer thickness and turbulence intensity at the trailing edge increase with the increased roughness height. Using Howe’s trailing edge noise model, the increased sound pressure level of the trailing edge noise due to the increased displacement thickness and normalized integrated turbulence intensity are 6.2 and 1.6 dB for large and small accreted ice roughness heights, respectively. The estimated increased sound pressure level values agree reasonably well with the experimental results, which are 5.8 and 2.6 dB for large and small roughness height, respectively.

Heat Transfer Around a Cylindrical Protuberance Mounted in a Plane Turbulent Boundary Layer

2005 ◽  
Vol 128 (2) ◽  
pp. 153-161 ◽  
Author(s):  
Takayuki Tsutsui ◽  
Masafumi Kawahara
Keyword(s):  
Heat Transfer ◽  
Boundary Layer ◽  
Aspect Ratio ◽  
Turbulent Boundary Layer ◽  
Layer Thickness ◽  
Boundary Layer Thickness ◽  
Reynolds Numbers ◽  
Heat Transfer Characteristics ◽  
Low Aspect Ratio ◽  
Maximum Value

Heat transfer characteristics around a low aspect ratio cylindrical protuberance placed in a turbulent boundary layer were investigated. The diameters of the protuberance, D, were 40 and 80mm, and the height to diameter aspect ratio H∕D ranged from 0.125 to 1.0. The Reynolds numbers based on D ranged from 1.1×104 to 1.1×105 and the thickness of the turbulent boundary layer at the protuberance location, δ, ranged from 26 to 120mm for these experiments. In this paper we detail the effects of the boundary layer thickness and the protuberance aspect ratio on heat transfer. The results revealed that the overall heat transfer for the cylindrical protuberance reaches a maximum value when H∕δ=0.24.

Direct simulation of the turbulent boundary layer along a compression ramp at M = 3 and Reθ = 1685

2000 ◽  
Vol 420 ◽  
pp. 47-83 ◽  
Author(s):  
NIKOLAUS A. ADAMS
Keyword(s):  
Boundary Layer ◽  
Turbulent Boundary Layer ◽  
Layer Thickness ◽  
Boundary Layer Thickness ◽  
Free Stream ◽  
Shear Stresses ◽  
Numerical Representation ◽  
Computational Domain ◽  
The Mean ◽  
Compression Ramp

The turbulent boundary layer along a compression ramp with a deflection angle of 18° at a free-stream Mach number of M = 3 and a Reynolds number of Reθ = 1685 with respect to free-stream quantities and mean momentum thickness at inflow is studied by direct numerical simulation. The conservation equations for mass, momentum, and energy are solved in generalized coordinates using a 5th-order hybrid compact- finite-difference-ENO scheme for the spatial discretization of the convective fluxes and 6th-order central compact finite differences for the diffusive fluxes. For time advancement a 3rd-order Runge–Kutta scheme is used. The computational domain is discretized with about 15 × 106 grid points. Turbulent inflow data are provided by a separate zero-pressure-gradient boundary-layer simulation. For statistical analysis, the flow is sampled 600 times over about 385 characteristic timescales δ0/U∞, defined by the mean boundary-layer thickness at inflow and the free-stream velocity. Diagnostics show that the numerical representation of the flow field is sufficiently well resolved.Near the corner, a small area of separated flow develops. The shock motion is limited to less than about 10% of the mean boundary-layer thickness. The shock oscillates slightly around its mean location with a frequency of similar magnitude to the bursting frequency of the incoming boundary layer. Turbulent fluctuations are significantly amplified owing to the shock–boundary-layer interaction. Reynolds-stress maxima are amplified by a factor of about 4. Turbulent normal and shear stresses are amplified differently, resulting in a change of the structure parameter. Compressibility affects the turbulence structure in the interaction area around the corner and during the relaxation after reattachment downstream of the corner. Correlations involving pressure fluctuations are significantly enhanced in these regions. The strong Reynolds analogy which suggests a perfect correlation between velocity and temperature fluctuations is found to be invalid in the interaction area.

scholarly journals BOTTOM TURBULENT BOUNDARY LAYER IN WAVE-CURRENT CO-EXISTING SYSTEMS

1984 ◽  
Vol 1 (19) ◽  
pp. 161 ◽  
Author(s):  
Toshiuki Asano ◽  
Yuichi Iwagaki
Keyword(s):  
Boundary Layer ◽  
Mathematical Method ◽  
Turbulent Boundary Layer ◽  
Layer Thickness ◽  
Particle Velocity ◽  
Boundary Layer Thickness ◽  
Velocity Ratio ◽  
Laser Doppler Velocimeter ◽  
Unknown Boundary ◽  
Water Particle

This study presents a new mathematical method calculating the water particle velocity in the wave-current co-existing systems. A boundary layer thickness 5,„ in the co-existing system is expected to be variable with the water particle velocity ratio of wave component to current component. In this method, the boundary layer equation is solved as a free boundary problem by treating 6,„ as an unknown boundary value. Several characteristics of the turbulent boundary layer such as the friction factor, friction velocity, boundary layer thickness, etc. are calculated by this method and the effect of the wave-current velocity ratio on them is discussed. Furthermore, the velocity reduction of the current due to wave superimposing is investigated. In addition, near-bottom velocities are measured by a laser-doppler velocimeter in the pure current, the pure wave and the wave-current co-existing fields. These results are compared with calculated ones by this mathematical method.

scholarly journals The Critical Role of the Boundary Layer Thickness for the Initiation of Aeolian Sediment Transport

Geosciences ◽  
2018 ◽  
Vol 8 (9) ◽  
pp. 314 ◽  
Author(s):  
Thomas Pähtz ◽  
Manousos Valyrakis ◽  
Xiao-Hu Zhao ◽  
Zhen-Shan Li
Keyword(s):  
Boundary Layer ◽  
Sediment Transport ◽  
Layer Thickness ◽  
Wind Velocity ◽  
Boundary Layer Thickness ◽  
Critical Role ◽  
Density Ratio ◽  
Particle Diameter ◽  
Aeolian Sediment

Here, we propose a conceptual framework of Aeolian sediment transport initiation that includes the role of turbulence. Upon increasing the wind shear stress τ above a threshold value τ t ′ , particles resting at the bed surface begin to rock in their pockets because the largest turbulent fluctuations of the instantaneous wind velocity above its mean value u ¯ induce fluid torques that exceed resisting torques. Upon a slight further increase of τ , rocking turns into a rolling regime (i.e., rolling threshold τ t ≃ τ t ′ ) provided that the ratio between the integral time scale T i ∝ δ / u ¯ (where δ is the boundary layer thickness) and the time T e ∝ d / [ ( 1 − 1 / s ) g ] required for entrainment (where d is the particle diameter and s the particle–air–density ratio) is sufficiently large. Rolling then evolves into mean-wind-sustained saltation transport provided that the mean wind is able to compensate energy losses from particle-bed rebounds. However, when T i / T e is too small, the threshold ratio scales as τ t / τ t ′ ∝ T e / T i ∝ s d 2 / δ 2 , consistent with experiments. Because δ / d controls T i / T e and the relative amplitude of turbulent wind velocity fluctuations, we qualitatively predict that Aeolian sediment transport in natural atmospheres can be initiated under weaker (potentially much weaker) winds than in wind tunnels, consistent with indirect observational evidence on Earth and Mars.

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