Detached Eddy Simulation Model Research Articles

Turbulence model adaptability at critical Reynolds numbers and applications in wake control via fairings

The water-drop shaped fairings with varying shape angles are attached to a circular cylinder to achieve wake control and vortex suppression at critical Reynolds numbers. To ensure the capability of Reynolds averaged Navier–Stokes (RANS), detached eddy simulation (DES) and large eddy simulation (LES) models at the critical Reynolds number region, three representative turbulence models are employed: LES with σ subgrid-scale (SGS) model, delayed DES model with improved wall-modeling capability (IDDES) and shear stress transport (SST) k−ω RANS model. These models are utilized to simulate flow around a circular cylinder at Reynolds number Re=2.5×105. The solver used in this paper is further developed based on the high-resolution algorithm platform for incompressible flow (HRAPIF). The comparative analysis of the results from the three turbulence models has been rigorously validated and investigated. An exhaustive examination of the mean flow field, Reynolds stresses, characteristic lengths, and instantaneous flow fields among the models reveals instructive insights. The IDDES and σ-LES models predict the hydrodynamic forces, the so-called ‘drag crisis’, alongside the pressure distribution and skin friction coefficient with high precision. The σ-LES model stands out for its superior accuracy, while the IDDES model is also a viable alternative, offering commendable accuracy with a reduced demand for mesh density. Subsequently, the IDDES model is selected for wake control calculations using fairings with five distinct shape angles (30∘,45∘,60∘,75∘ and 90∘) at Re=2.5×105. In-depth comparisons to the bare cylinder and subcritical results reveal that the wake control effect varies at the critical Reynolds region. The fairing with a 30° shape angle substantially suppresses hydrodynamic forces. The lift coefficient experiences a remarkable decrease of approximately 96%, while the drag coefficient diminishes by about 90%. Concurrently, fairings with angles from 45° to 90° lead to reductions in drag coefficient of 11.6%, 10%, 3% and 4%, respectively. A 75% lowering in the lift force coefficient is found even with a short fairing with shape angle α=90∘, which may be a meaningful instruction to industrial design.

The continuous adjoint to the incompressible (D)DES Spalart-Allmaras turbulence models

This article formulates the continuous adjoint method for the gradient-based shape optimization of fluid flows governed by the incompressible Detached Eddy Simulation (DES) and Delayed-DES (DDES) models, based on the Spalart-Allmaras turbulence model. As both flow models are inherently unsteady, challenges arise regarding the availability of flow fields during the backward in time integration of the unsteady adjoint equations. To minimize both the computational cost and the memory demands, the computed flow fields are compressed using the iPGDZ+ lossy compression technique, recently developed by the authors. Its application in the context of turbulence-resolving flows, where the compression of flow fields poses an intricate challenge, is a second original contribution of this article. Everything is implemented as an extension to the publicly available adjointOptimisation library of OpenFOAM, which is used to solve the flow and adjoint equations and conduct the optimization. Using two shape optimization problems in external aerodynamics, it is demonstrated that including the adjoint to the turbulence model equation is crucial for the computation of accurate sensitivity derivatives. In contrast to sensitivities computed under the “frozen turbulence” assumption, which neglects variations in turbulent viscosity due to changes in the design variables, the proposed adjoint method yields sensitivities that align with those obtained using Finite Differences. This is due to the Think-Discrete Do-Continuous adjoint method which, inspired by hand-differentiated discrete adjoint, gives rise to consistent discretization schemes of the terms involved in the equations derived by continuous adjoint. Furthermore, it is demonstrated that the proposed adjoint method can significantly benefit from the iPGDZ+ algorithm, by reducing memory requirements by more than two orders of magnitude, eliminating the need for flow recomputations, while maintaining the accuracy of the computed derivatives. Ways to handle large integration windows of the objective function with this type of flow models are beyond the scope of this article.

The influence of jet on aerodynamic noise in the pantograph area at different sinking heights

The influence mechanism of jet on aerodynamic noise control in the pantograph region at different sinking heights was numerically studied using an Improved Delayed Detached Eddy Simulation (IDDES) model and the Ffowcs Williams-Hawkings (FW-H) equation. Active flow control was achieved by setting jet slots at the leading edge of the cavity to predict the noise generated by the jet itself. The results showed that in the pantograph region with a sinking height of 500 mm, the shear layer was lifted by the jet, which prevented high-speed turbulence caused by flow separation from entering the cavity. Therefore, the model with jet control device reduced the overall far-field noise on the side of the pantograph by 1.6 ∼ 3.9 dB. Through flow field analysis, for the pantograph region where flow separation occurs in the front of the cavity, the jet needs to lift the shear layer enough to cross the front of the pantograph and prevent flow separation, thereby reducing the aerodynamic noise. For the pantograph region without flow separation in the front of the cavity, the jet may introduce additional noise sources, deteriorating the aerodynamic noise in the pantograph region.

Experimental and numerical study of H[formula omitted] enrichment on swirl/bluff-body stabilized lean premixed n-butane/air flame

This study focused on the stabilization of lean premixed flames of n-butane/H2/air with swirl/bluff-body. The research explored four different hydrogen fractions (0, 20%, 40%, and 80%) at a constant equivalence ratio and Reynolds number. The turbulent reacting flow was resolved using a combination of Delayed Detached Eddy Simulation (DDES) and Flamelet Generated Manifold (FGM) model. The velocity fields and reaction zones were obtained through Particle Image Velocimetry (PIV) and OH* chemiluminescence measurements respectively. H2 addition to n-butane significantly enhanced flame characteristics. The chemiluminescence imaging showed that the flame base became stronger with increasing hydrogen addition, reducing the risk of flame lift-off. Hydrogen addition not only increased the overall reaction rate but also changed the combustion intensity at the nozzle exit from weak to strong, which is crucial for flame stabilization. Interestingly, no flashback was observed even at 80% H2 addition to n-butane at the same level of power rating. The flow strain rate analysis of the PIV measurements showed that the inclusion of hydrogen skewed the strain rate probability density functions towards the positive side, indicating an increase in the burning rate. The results demonstrate a progressive increase in preferential diffusion of H2 from reactants to products as the H2 enrichment in the fuel rises and resulted in a more intense flame. Also, the present simulation results were validated with the PIV data, and they showed good agreement. Specifically, an 80% H2 blend exhibited a 16% peak enhancement in flame surface density compared to pure n-butane while concurrently reducing CO2 emissions by 23.2%. The incorporation of H2 also led to the increased vortex strength and strain rate within the flame.

Unsteady numerical simulation of wind turbine with bio-inspired wing-tip modification

This study evaluates the effects of a novel winglet design on the aerodynamics of the 10 MW Denmark Technical University wind turbine. The unsteady Reynolds-averaged Navier–Stokes (URANS) and the detached eddy simulation (DES) are used to numerically simulate the physics of both the baseline turbine (i.e., no winglet included) and a wingletted turbine under the rated operating condition. The results show that the addition of the winglet alters both the structure of the wing-tip vortex and the vorticity distribution in the wake, leading to lower levels of average vorticity. Moreover, the wingletted wind turbine increases the torque of the turbine by 6.3% while only increasing the drag by 2.5%. Although the URANS formulation performs well at calculating the power and force distribution at the turbine, it falls short of providing an accurate description of the flow field of the wake, failing to calculate the unsteady scales captured by the DES model.

Influence of the contraction section configuration and deflector layout density on the wind-snow flow characteristics inside the ice snow wind tunnel for railway vehicles

The significant accumulation of snow and ice in the bogie region severely compromises operational quality and poses a safety hazard to high-speed trains. To enhance testing capabilities for assessing ice and snow accumulation within bogie regions, this study conducts numerical investigations into the influence of contraction section configuration and deflector layout density on wind-snow flow quality within an ice and snow wind tunnel. The predictive accuracy of the numerical method is comprehensively validated against wind-snow wind tunnel tests, involving a comparison of airflow velocity in the test section and snow accumulation thickness on the channel's floor. The results demonstrate that the coupled numerical method of Improved Delayed Detached Eddy Simulation (IDDES) and Discrete Phase Model (DPM) is a reliable tool for analyzing wind-snow flow characteristics within an ice and snow wind tunnel. Furthermore, compared to the vickers curve and bicubic curve, quintic curves applied to the contraction section consistently compress and accelerate airflow. This contributes to a more uniform flow characterized by lower stream-wise fluctuation levels, pitch angles, and yaw angles in the test section, thereby significantly enhancing the overall flow quality of wind and snow. Thus, the quintic curves or smoother curves are recommended for the design of the contraction section in ice and snow wind tunnels. Moreover, increasing the deflector number leads to a noticeable improvement in flow quality inside the test section, while resulting in increased snow accretion on the windward surfaces of deflectors. Hence, a medium-level deflector density is suggested for designing ice and snow wind tunnels to achieve a better balance between flow quality and the additional snow accretion inside the channel.

Wing design optimization and stall analysis with Co-flow Jet active control

Coupled with Co-flow Jet (CFJ) technology, the Non-dominated Sorting Genetic Algorithm II was utilized for the multi-objective combination optimization of an optimized Co-flow Jet wing, based on National Advisory Committee for Aeronautics (NACA) 6421. A high-precision numerical simulation using the delayed detached eddy simulation model was performed on the optimized wing to investigate the three-dimensional flow separation characteristics after static stall. The stall improvement was investigated by adjusting the momentum coefficient of the injection. The results show that the optimized wing exhibits significant improvements in aerodynamic performance and corrected aerodynamic efficiency. At an angle of attack of 10°, the average lift increased by 16.25% and the drag decreased by 27.23% compared to the CFJ6421 wing, while effectively addressing the problem of low modified aerodynamic efficiency of the CFJ wing at lower angles of attack. By utilizing higher momentum and improving the boundary layer control capability, flow separation is effectively suppressed, thus achieving the goal of stall recovery of the CFJ wing.

Application of a new DES model based on Wray-Agarwal turbulence model in flow simulation of a mixed-flow pump

In recent years, it has been demonstrated for many two- and three-dimensional external and internal turbulent flows that the one-equation Wray-Agarwal turbulence model can compute the complex turbulent flow fields with high computational accuracy, excellent computational convergence and efficiency. In this paper, Wray-Agarwal (WA) turbulence model is employed as part of a detached eddy simulation (DES) method to predict the performance of a mixed-flow pump. By comparing the computations with the experimental results, the differences and similarities between the WA-DES model and the Shear Stress Transfer (SST) k-ω model in predicting the internal and external flow characteristics of the pump are analyzed. The results show that both the SST k-ω model and the WA-DES model can reasonably predict the performance of the pump between 0.6 Q and 1.2 Q, where Q is the design flow rate; however, they have their own merits and deficiencies in predicting head and efficiency of the pump at low and high flow rates. For the velocity field in the rotor-stator interaction region, the WA-DES model shows better prediction accuracy since it can accurately predict the large-scale recirculating vortex structure at the inlet of the guide vane. The SST k-ω model over-predicts the separated flow region, which leads to the emergence of a small vortex structure before the backflow region of the pump. Although the turbulent eddy viscosity predicted by the WA-DES model is higher than that of the SST k-ω model and there is small difference in the results for the scale of the tip leakage vortex (TLV) between the two models, the overall simulation results of the WA-DES model for the high turbulent viscosity region and the pressure increase in the impeller are consistent with the SST k-ω model results. The results of this paper demonstrate the potential of WA-DES model for prediction of flows in pumps.

The comparative transient prediction on hydrodynamic characteristics and flow field properties of pump-jets with accelerating and decelerating ducts

Pump-jet holds a pivotal position in various marine applications, underscoring the need for comprehending their transient behavior for the purpose of design enhancement and performance refinement. This paper employs Reynolds-averaged Navier–Stokes equations method in conjunction with Detached Eddy Simulation model. The study delves into the ramifications of accelerating and decelerating ducts, distinguished by camber f and attack angles α, on transient hydrodynamic characteristics. The hydrodynamic characteristics are investigated numerically, after the validation of the numerical methodology by comparing simulation outcomes against experimental results. Subsequently, the study delves into propulsion characteristics, followed by an exploration of time-domain and frequency-domain data transformed through fast Fourier transform to analyze thrust fluctuations and pulsating pressures. Additionally, a detailed examination of pressure distribution and velocity field is provided, aiming to dissect the mechanisms through the variations in f and α influence the flow field. Findings suggest that the outlet velocity of accelerating ducts significantly surpasses the inlet velocity, a behavior contrasted by decelerating ducts. Notably, the patterns of accelerating and decelerating ducts resulting from alterations in f exhibit consistent characteristics with those brought about by changes in α. However, several opposite characteristics surface in transient flow field due to the distinct modifications in the duct profile. Furthermore, by considering vorticity magnitude distribution and vortices, a comparative analysis elucidates the effects of varying f and α on rotor and stator trailing vortices. This contributes to understanding the flow instability mechanism under differing duct configurations. It is evident that changes in f and α exert significant influence on both performance and flow field.

Nonequilibrium Heating/Cooling Effects in a Mach Number 10 Hydrogen-Fueled Scramjet

The influence of thermal/chemical nonequilibrium on a hydrogen-fueled Ma 10 scramjet was analyzed by combining the JF-2 4 s hock tunnel test and improved delayed detached eddy simulation modeling. A remarkable change in flame stabilization mode when incorporating the two-temperature nonequilibrium model was observed. The nonequilibrium heating and cooling effects were analyzed for different sections of the scramjet. The nonequilibrium heating effect facilitates the upstream flame propagation by inducing an early ignition and thickening the inlet boundary layer. The nonequilibrium heating or cooling effect is generally weak in the nearly constant-area isolator and combustor, where the flow is mainly influenced by the chemical nonequilibrium with a variation of 10% in reaction rate. The nonequilibrium cooling effect mainly exists in the expanding nozzle, where Tv>Tt, but the energy replenishment from vibrational mode to trans-rotational mode is nearly frozen when Tt<1000 K. Under both conditions, the final mixing is nearly complete, and net thrust has been achieved. When considering the nonequilibrium effects, the final combustion efficiency increases from 87.68 to 99%, together with a 53.94% rise in peak pressure ratio and a 137.04% rise in specific impulse.

Numerical analysis of accelerating and decelerating ducts modified by camber on the unsteady flow field of pump-jet

Utilizing the Reynolds-averaged Navier-Stokes equations method in conjunction with Detached Eddy Simulation model, this paper investigates effects of duct camber (f) on transient hydrodynamic characteristics, particularly propulsion performance and flow field behavior. The research begins by validating the numerical methodology through experimental and numerical assessments of propeller VP1304 and a pump-jet operating under mooring conditions. The exploration commences with examining propulsion characteristics, followed by analyzing time-domain and frequency-domain data, wherein thrust fluctuations and pulsating pressures are scrutinized via fast Fourier transform (FFT). The pressure distribution and velocity field are subsequently presented to unveil the mechanisms triggered by variations in f. Comparative findings highlight that in cases of pump-jets with lower camber, the outlet velocity exceeds the inlet velocity, a trend contrary to scenarios involving higher f values. Additionally, by analyzing vorticity magnitude distribution and vortices, this study attains comparative insights into the effects of accelerating and decelerating ducts on rotor and stator trailing vortices, offering a window into the flow instability mechanism amidst diverse duct configurations. The results showcased to demonstrate the substantial impact of f variation on hydrodynamic properties. This comprehensive investigation yields practical guidance for the optimal design of pump-jets, potentially informing future design endeavours.

Investigation on the behavior of flow and aerodynamic noise generated around the tandem seal-vibrissa-shaped cylinder

Through comparing with the tandem circular and elliptic cylinders with the same characteristic dimensions, the behavior of flow and flow-induced noise generated around the tandem seal-vibrissa-shaped cylinder is studied based on delayed detached-eddy simulation model and acoustic analogy approach. The co-shedding pattern of flow developed around the tandem cylindrical-like bars is investigated. The spatial modes, mode energy, and mode coefficients of turbulent flow around the geometries are analyzed through spectral proper orthogonal decomposition. Results show that the lift fluctuations of downstream bar are stronger than those of upstream bar, and more aerodynamic noise is radiated from the downstream bar than from the upstream bar. The alternative arrangement of nodal and saddle planes of seal-vibrissa-shaped cylinder introduces three-dimensional flow separations and suppresses the shear layer interactions, inhibiting the regular vortex shedding of Kármán vortex street occurring in the tandem cylinder wake. The reversed vortex shedding generated by two adjacent saddle surfaces in the wake of seal-vibrissa-shaped cylinder balances the lateral force and mitigates the lift fluctuations greatly, thereafter reduces the aerodynamic noise generated by wall pressure fluctuations introduced by unsteady fluctuating forces exerting on the surfaces of geometries. Compared to the tandem circular and elliptic cylinders, the good noise reduction effect with sound pressure level reduced at main frequency range has been achieved from the tandem seal-vibrissa-shaped cylinder. The calculated spectra and amplitude levels of aerodynamic noise agree well with the experimental measurements from the anechoic wind tunnel, verifying the accuracy of the numerical simulations.

Flow-induced noise from a seal-vibrissa-shaped cylinder

Inspired by the special structure of seal vibrissae and their ability to effectively suppress vortex-induced vibrations, this paper studies the characteristics of flow and aerodynamic noise generated around a seal-vibrissa-shaped cylinder at a Reynolds number (based on the hydrodynamic diameter and freestream velocity) of 6 × 104 using the delayed detached-eddy simulation model combined with the acoustic analogy approach. The far-field aerodynamic noise has also been measured at Reynolds numbers of 6 × 104∼1.2 × 105 in an anechoic wind tunnel to compare the seal-vibrissa-shaped cylinder with cylindrical and elliptical bars of the same characteristic dimensions. The calculated spectra of aerodynamic noise agree well with the wind tunnel measurements, verifying the accuracy of the numerical simulations. It is found that the three-dimensional flow separations introduced by the alternative saddle and nodal planes of the seal-vibrissa-shaped cylinder inhibit shear layer interactions and reduce the spanwise coherence, resulting in a wake with no dominant coherent structures and thus suppressing pressure fluctuations on the solid surfaces. The configuration of seal-vibrissa-shaped cylinder eliminates the regular Kármán vortex street which generally occurs in a cylinder wake, and consequently inhibits the tonal peak in the aerodynamic noise. The sound pressure level is also reduced in most frequencies. The consistency of the normalized spectra of the far-field aerodynamic noise and the vortex shedding frequency at different inflow speeds demonstrates the high accuracy of the anechoic wind tunnel measurements. Compared with cylinders with circular or elliptical cross sections, the seal-vibrissa-shaped cylinder effectively reduces the flow-induced noise by, respectively, 13 dB or 11 dB for a far-field receiver of 90° at Reynolds number of 6 × 104, showing great potential in reducing aerodynamic noise.

Aerodynamic stability of vehicle passing through a bridge tower at high speed under crosswind conditions with different road adhesion coefficients

In a complex environment, large bridges will present different adhesion coefficient, often accompanied by large crosswind, which makes the flow field around the vehicle complex and changeable. It is easy to cause unnecessary lane change and sideslip of the vehicle, which will affect the driving stability and lead to serious traffic accidents. Therefore, this paper studies the aerodynamic stability of cars passing through the bridge tower at high speed under different road adhesion and crosswind conditions. The detached-eddy simulation (DES) model was employed and the reliability of the DES model was verified by wind tunnel tests. An overlapping mesh technique was adopted to realize the motion of the vehicle. A multibody dynamic (MBD) model of the vehicle was established, and its robustness was verified. A two-way coupling model was then established based on the aerodynamic and MBD models. Subsequently, the aerodynamic characteristics and dynamic response of the vehicle passing through the bridge tower at a high speed were compared and analyzed using one-way and two-way coupling methods, with road adhesion coefficients of 1.0, 0.6, and 0.4 under crosswind conditions. The results show that the aerodynamic characteristics of the vehicle passing the bridge tower at a low adhesion coefficient under two-way coupling change evidently, and the trajectory and body attitude of the vehicle change significantly. As the adhesion coefficient of the road surface decreases, the vehicle passes through the bridge tower with a large lateral displacement and yaw angle. The maximum lateral force of −1406 N and the maximum yaw moment of 803 N∙m are generated when the car passes through the bridge tower under the two-way coupling with the adhesion coefficient of 0.4. Under two-way coupling, the lateral displacement and yaw angle caused by the bridge deck with an adhesion coefficient of 0.4 are 0.265 m and 0.0205 rad, respectively, which is larger than those of the bridge deck with adhesion coefficients of 1.0 and 0.6. Because the coupling effect of aerodynamic and vehicle motion is not considered in the one-way coupling, the one-way and two-way coupling simulation results differ significantly. The results indicate that it is necessary to use a two-way coupling method to study the aerodynamic stability of vehicles passing through a bridge tower at a high speed under crosswind conditions.

Mechanism of runner high-pressure side on stall characteristics at typical unsteady operating points in both modes of a pump turbine

Stall phenomenon, a classical physical phenomenon which is located in the vaneless region of a pump–turbine and accompanied by a complex vortex evolution process, is strongly related to the formation of hump unsteady region at the pump mode and S unsteady region at the turbine mode. In the present paper, a detached eddy simulation model is employed to numerically investigate the impact of runner high-pressure side (HPS) on stall characteristics at typical unsteady operating points, namely, a valley point in the hump region at the pump mode and a runaway point in the S region at the turbine mode. It is found that the stall characteristics at both investigated points are obviously changed: For the valley point, only three fixed stall cells exist in the original plan, while four additional rotating stall cells appear and rotate at the speed of 0.02nr (nr, runner rotation speed) in the optimized plan (OPT). The distinctive coexistence phenomenon of both fixed stall and rotating stall is reported for the first time and is attributed to the complex vortex evolution controlled by optimized HPS; for the runaway point, both the intensity and frequency of the stall characteristic are slightly increased in OPT. Moreover, for both operating points, the optimized HPS can effectively decrease the backflow at shroud, resulting in a significant decrease in the relative backflow rate within a complete flow period, of which 17.3% is for the valley point and 4.8% is for the runaway point. Finally, a local hydraulic loss rate (LHLR) method is adopted to investigate the hydraulic loss evolution process, and it is found that the high LHLR region in OPT is more concentrated in both circumferential direction and radial direction in the vanless region at both operating points. Based on the runner with optimized HPS proposed in the present paper, many unsteady hydraulic characteristics that is related to the stall phenomenon might be eliminated to some extent.

A Computational Examination of Side-by-Side Rotors in Ground Effect

This study investigates the interactional aerodynamics of hovering side-by-side rotors in ground effect. The 5.5-ft diameter, three-bladed fixed-pitched rotors are simulated using computational fluid dynamics at a targeted 5 lb/ft2 disk loading. Simulations are performed using the commercial Navier–Stokes solver, AcuSolve ®, with a delayed detached eddy simulation model. Side-by-side rotors are simulated at two heights above the ground (H/D = 0.5 and H/D = 1), and with two hub–hub separation distances (3R and 2.5R). The performance of side-by-side rotors in ground effect (IGE) is compared to isolated rotors out of ground effect. Between the side-by-side rotors IGE, a highly turbulent mixing region is identified where the wakes of each rotor collide. The flow fountains upwards, as well as exits outwards (along a direction normal to a plane connecting the two rotor hubs) with fountaining between the rotors reaching up to 0.75D above the ground. As blades at H/D = 0.5 traverse the highly turbulent flow, strong vibratory loading is induced and a thrust loss is observed over the outboard sections between the rotors that is large enough to negate any nominal ground effect benefits inboard. Side-by-side rotors at H/D = 0.5 with 2.5R hub–hub spacing produce peak-to-peak thrust oscillations up to 16% of the steady thrust. Rotors placed higher, at H/D = 1 are positioned above the turbulent mixing flow and produce significantly lower vibratory loads. The spacing between rotors at H/D = 0.5 and 3R hub–hub separation allows strong vortical structures to develop between the rotors which move from side to side over multiple revolutions. When the vorticity moves closer to one of the rotors, it produces a greater lift deficit over the outboard region and a stronger vibratory loading. For rotors closer together, at H/D = 0.5 and 2.5R separation, the vortical structures between rotors are constrained to a more concentrated area and show less side-to-side drift.

Examination of air flow characteristics over an open rectangular cavity between the plates

Air flow characteristics of an open cavity have been numerically examined by using different turbulence models of Detached Eddy Simulation (DES), k-ε Realizable, k-ω Shear Stress Transport (SST) and Large Eddy Simulation (LES) based on an experimental study of open literature. Numerical results of transient analyses have been compared to experimental results at cavity length-based Reynolds number of Re = 4600. Pressure distributions, streamline patterns, streamwise velocity components, mean velocity values and their vectors have been given in terms of contour graphics. Moreover, velocity profiles have been presented. Pressure fluctuations have been triggered by flow separation and its reattachment. Due to upstream separation of boundary layer, there was curved boundary layer obtained between the outer potential-flow-like and the recirculation zones. As a result, negative velocity values are evidence for rotational flows affected by formation of secondary flows in the cavity. Furthermore, lower pressure region has been observed as a result of rotational flow which was powerful in the open cavity. Numerical results of DES and LES turbulence models are in good agreement with the results of reference study. As the numerical results obtained by LES turbulence model are approximately same with those of experimental reference study, LES turbulence model is mostly recommended. As an option to these turbulence models, k-ω SST model could be utilized for limited computer capacity. However, k-ε Realizable model is not sufficient for capturing rotational flows which are very effective in terms of present case.

Research on tip leakage vortex characteristics of axial-flow circulating pumps under unpowered driven conditions

To explore the flow characteristics around the tip clearance and the evolution of tip leakage vortex, this paper adopted the delayed detached eddy simulation model to calculate the blade tip region and employed the vorticity transport equation to analyze the forms and strength of tip leakage vortex. It is found that under the effect of tip leakage vortex, the unsteady flow at blade edges are serious under unpowered driven condition. Tip leakage vortex is generated from the leading edge of the blade. From the leading edge to the trailing edge of the blade, the intensity of tip leakage vortex gradually decreases and the generation frequency gradually increases. The core intensity of tip leakage vortex at L1 to L5 points decreases gradually, with a decreased range of about 24.8%, 34.4%, 55.03% and 60.48%.

INVESTIGATION OF FLOW OVER NACA0021 AIRFOIL WITH LEADING-EDGE TUBERCLES USING TRANSITION-BASED HYBRID RANS/LES MODEL

The present paper numerically investigates flow control over NACA0021 (National Advisory Committee for Aeronautics) airfoil by applying a leading-edge tubercle as a passive flow control device at transitional Reynolds number (Re) regime. The study includes simulations over the unmodified airfoil and modified airfoil operating at Re=120000 using kT-kL-{\omega} based Delayed Detached Eddy Simulation (DDES) model. The calculations include both the pre-stall and post-stall regions, while the performance of the mean flow aerodynamic properties like pressure, lift, skin-friction, and drag coefficients are also investigated in the presence of tubercles. The spanwise flow over the modified airfoil interacts with the primary flow. The turbulent separation gets delayed compared to the unmodified airfoil, thereby significantly improving the stall behavior and flow behavior in the post-stall region. The modified airfoil provides the gradual stall behavior against the steep stall behavior for the unmodified airfoil. To optimize tubercle configuration, the study considers two modified airfoils with different combinations of amplitude and wavelength. The unsteady analysis, including the reduced-order modeling, i.e. 3D Proper orthogonal decomposition (POD), characterizes the dominant vortical structure of the flow to evaluate the improvement in the aerodynamic performance of the modified airfoil. The model decomposition for flow over airfoil helps to provide a deeper understanding of the flow control phenomenon.

Assessment of nonlinear-low Reynolds number/detached eddy simulation turbulence model for wake flow field simulation of a realistic automotive model

Since the results of wake flow simulation with commonly used turbulence models are unsatisfactory, by introducing a nonlinear Reynolds stress term and combining the DES (Detached Eddy Simulation) model, this paper further validates the nonlinear-LRN (Low Reynolds Number)/DES turbulence model which can predict the flow separation and the reattachment phenomenon more accurately. This model was verified by a wall-mounted hump flow case and was applied to the time-averaged and transient flow field structure analysis of a realistic automotive model with several widely used turbulence models. These simulation results were compared with experimental data, indicating that the nonlinear-LRN/DES model gives better agreement with the experiment and can predict the automobile wake flow structures and aerodynamic characteristics more accurately. Furthermore, the performance of the nonlinear-LRN/DES model in mesh with different refinements is compared, concluding that the new proposed model can obtain high accuracy in the coarse mesh.