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![Isosurfaces of M=1.0\documentclass[12pt]{minimal} \usepackage{amsmath} \usepackage{wasysym} \usepackage{amsfonts} \usepackage{amssymb} \usepackage{amsbsy} \usepackage{mathrsfs} \usepackage{upgreek} \setlength{\oddsidemargin}{-69pt} \begin{document}$$M=1.0$$\end{document} (shaded green) and u/Vu=1×10-3\documentclass[12pt]{minimal} \usepackage{amsmath} \usepackage{wasysym} \usepackage{amsfonts} \usepackage{amssymb} \usepackage{amsbsy} \usepackage{mathrsfs} \usepackage{upgreek} \setlength{\oddsidemargin}{-69pt} \begin{document}$$u/V_{\mathrm {u}}=1\times 10^{-3}$$\end{document} (shaded blue) for the reduced w/h case given in Table 3](publication/351087924/figure/fig5/AS:1016344879325199@1619326910500/Isosurfaces-of-M10documentclass12ptminimal-usepackageamsmath.png)
Isosurfaces of M=1.0\documentclass[12pt]{minimal} \usepackage{amsmath} \usepackage{wasysym} \usepackage{amsfonts} \usepackage{amssymb} \usepackage{amsbsy} \usepackage{mathrsfs} \usepackage{upgreek} \setlength{\oddsidemargin}{-69pt} \begin{document}$$M=1.0$$\end{document} (shaded green) and u/Vu=1×10-3\documentclass[12pt]{minimal} \usepackage{amsmath} \usepackage{wasysym} \usepackage{amsfonts} \usepackage{amssymb} \usepackage{amsbsy} \usepackage{mathrsfs} \usepackage{upgreek} \setlength{\oddsidemargin}{-69pt} \begin{document}$$u/V_{\mathrm {u}}=1\times 10^{-3}$$\end{document} (shaded blue) for the reduced w/h case given in Table 3
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![Shock train length L/h and onset xr/h\documentclass[12pt]{minimal}...](publication/351087924/figure/fig2/AS:1016344875110407@1619326909898/Shock-train-length-L-h-and-onset-xr-hdocumentclass12ptminimal-usepackageamsmath_Q320.jpg)
![Isosurfaces of M=1.0\documentclass[12pt]{minimal} \usepackage{amsmath}...](publication/351087924/figure/fig5/AS:1016344879325199@1619326910500/Isosurfaces-of-M10documentclass12ptminimal-usepackageamsmath_Q320.jpg)
The flow of high-speed air in ducts may result in the occurrence of multiple shock-wave/boundary-layer interactions. Understanding the consequences of such interactions, which may include distortion of the velocity field, enhanced turbulence production, and flow separation, is of great importance in understanding the operating limits and performanc...
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The formation of shock wave and its studies is a research field for many aerodynamicists. This work of research linchpins on effect of turbulence intensity on airfoil in transonic regime at various angle of attacks (AoA). A supercritical airfoil is computationally tested at 2% and 10% turbulence intensity levels, Mach 0.8 and Mach 0.9 at 0 0 and 5...
The formation of shock wave and its studies is a research field for many aerodynamicists. This work of research linchpins on effect of turbulence intensity on airfoil in transonic regime at various angle of attacks (AoA). A supercritical airfoil is computationally tested at 2% and 10% turbulence intensity levels, Mach 0.8 and Mach 0.9 at 0 0 and 5...
Citations
... In recent studies, various approaches [9][10][11][12] have been explored to understand and control shock wave-boundary layer interactions (SBLIs) and their impact on aerodynamic performance. One such study conducted by Genç et al. [13] focuses on passive flow control methods for UAVs and MAVs operating at low Reynolds numbers, aiming to address issues related to SWBLI. ...
This research investigated a passive flow control technique to mitigate the adverse effects of shock wave–boundary layer interaction on a NACA 0012 airfoil. A perforated plate with a strategically positioned cavity beneath the shock wave anchoring spot was employed. Airfoils with perforated plates of varying orifice sizes (ranging from 0.5 to 1.2 mm) were constructed using various manufacturing techniques. Experimental analysis utilized an “Eiffel”-type open wind tunnel and a Z-type Schlieren system for flow visualization, along with static pressure measurements obtained from the bottom wall. Empirical observations were compared with steady 3D density-based numerical simulations conducted in Ansys FLUENT for comprehensive analysis and validation. The implementation of the perforated plate induced a significant alteration in shock structure, transforming it from a strong normal shock wave into a large lambda-type shock. The passive control case exhibited a 0.2% improvement in total pressure loss and attributed to the perforated plate’s capability to diminish the intensity of the shock wave anchored above. Significant fluctuations in shear stress were introduced by the perforated plate, with lower stress observed in the plate area due to flow detachment from cavity blowing. Balancing shock and viscous losses proved crucial for achieving a favorable outcome with this passive flow control method.
... Over the last two decades, a different type of three dimensionality has been identified as important and has begun to be widely investigated, namely when an otherwise 2D interaction exists internal to a channel. For example, the rectangular engine intakes of supersonic aircraft [13], air-breathing missiles [14], and hypersonic propulsion systems [15] have sidewalls. Thus, even nominally 2D interactions are three-dimensional in reality. ...
... The numerical simulations are performed utilizing a density based finite volume code developed on the open source OpenFOAM platform [44] with two different turbulence treatment approaches. The first approach is referred to as the Accordingly, due to its superior accuracy in similar computational studies involving interactions of shock waves with boundary layers [45], the − SST turbulence model is employed which solves two additional transport equations for turbulent kinetic energy and its specific dissipation rate for the determination of Reynolds stress terms [46]. Moreover, the second approach for the treatment of the turbulence is large eddy simulations (LES) which applies a low-pass filter to the governing equations where the mesh resolution becomes the effective filter size. ...
The need for comparative studies between experimental and numerical results exists due to the long lasting necessity for verification and validation. Accordingly, background oriented schlieren (BOS) provides a unique opportunity to perform non intrusive quantification of density varying flows by means of an inexpensive and simple setup. As the optical flow based image processing algorithms are shown to mitigate the lower resolution and sensitivity of BOS, it is utilized to conduct an analysis of the capabilities of different computational configurations for the identification of key supersonic flow features. While experiments are conducted over a case of a 10◦ wedge model exposed to Mach 3.5 supersonic flow conditions, the numerical simulations are performed by means of two main turbulence treatment schemes of URANS and LES employing k-𝜔 SST turbulence and LDKM sub-grid scale (SGS) models respectively. Accordingly, physical orientations and intensities of the captured flow features, and the respective physical, optical and numerical features driven by the specifications of the experimental and numerical configurations are detailed.
... where −u i u j represents Reynolds' stress or turbulent stress. According to the different numerical simulation methods, the turbulence models based on the Reynolds average method can be divided into two categories: Reynolds Stress Model (RSM) and Eddy Viscosity Model (EVM) [37]. The Reynolds Stress Model (RSM) includes Algebraic Reynolds Stress Model (ARSM) and Reynolds Stress Model (RSM) [38]. ...
The structural fracture of the compressor blade is the main cause of fatigue failure. The novelty of this paper is the creative application of bent swept-back modeling to the blade of the turbocharger impeller. This paper is based on a compressor impeller satisfying the k-ε turbulence model. A simulation model was established in ANSYS software, the fluid–structure interaction was calculated in the three models before and after improvement, and the results were compared and analyzed. The optimized blade could improve the blade structure, reduce stress and deformation, and improve the pressurization ratio. In this paper, the optimization scheme of different parameters was discussed in line with the optimal solution. Based on the combination of fuzzy and grey correlation theory, it was concluded that the correlation between pressure and total deformation was higher than that of equivalent stress, and these two values reached 0.8596 and 0.8001, respectively. The results showed that the pressure and total deformation were significantly related to the flow rate. It provides a feasible scheme for further improvement of the supercharger compressor.
Numerical simulation tools and experimental measurement techniques are required to provide accurate description of flow features in application relevant scales and boundary conditions enroute to realizing the design and integration of high-speed arial platforms. A case of 10° wedge exposed to Mach 3.5 supersonic flow at high Reynolds numbers provides an opportunity to conduct a comparative analysis between the numerical and experimental tools that are suitable for investigation of application relevant scales. Due to its superior scalability and the recently advanced sensitivity and resolution range, background oriented schlieren is utilized to provide non-intrusive quantification of density varying flow features. On the other hand, the numerical simulations are performed by means of two main turbulence treatment schemes of Reynolds averaged Navier–Stokes (RANS) and large eddy simulations (LES) employing k–ω shear stress transport turbulence and localized dynamic k-equation sub-grid scale models, respectively. Although the lower computational cost of RANS is referred to as an advantage over LES in large scale simulations, the accuracy deficit is discussed in terms of establishing an acceptable trade-off. Accordingly, physical orientations and intensities of the captured flow features and the respective physical, optical, and numerical features driven by the specifications of the experimental and numerical configurations and their impact on the description of relevant flow features are detailed.
