Three-dimensional Bumps Research Articles

CFD simulation study of internal mixing and flow of a modified airlift bioreactor

Abstract When the airlift bioreactor is applied to the field of industrial fermentation, there is a common problem of low mixing and flow efficiency due to its simple structure. In order to expand the application of airlift bioreactor in the field of industrial fermentation, a new type of airlift bioreactor with three-dimensional bumps in the draft tube has been designed to enhance the mixing and flow of gas-liquid two-phase in the reactor. In order to determine the specific influence of the three-dimensional bumps on the internal flow field of the reactor, and to provide technical reference for the improvement of the structure of the airlift bioreactor, in this paper, the CFD simulation of this type of bioreactor is carried out. Based on the Euler multiphase flow, the Realizable k-ε model was used to analyze the flow field of the reactor with average gas-liquid flow linear velocity and temperature as parameters. The results show that under certain conditions, the three-dimensional bumps inside the draft tube can effectively accelerate the gas-liquid two-phase flow and better promotes the mixing of pig manure fermentation broth and air.

Drag Reduction Analysis of Optimal Three-dimensional Bumps on the M6 Wing

Based on Isight optimization software and evolutionary strategy algorithm, this paper builds a bump optimization design platform by integrating the three-dimensional bump shape generator program, grid generation software Gridgen and flow field simulation software Fluent. This platform is successfully validated on the RAE2822 supercritical infinite straight wing, which reduces the drag coefficient by 11 counts and increases the lift-drag ratio by 11.48 percent. Through this platform, the drag reduction characteristics of optimal three-dimensional bumps on the M6 wing are numerical studied. The results show that the three-dimensional bumps can weaken shock waves and have spanwise characteristics, the stronger the shock waves, the more obvious the drag reduction effect of the three-dimensional bumps, and the wing with optimal three-dimensional bumps can improve flow field characteristics and prevent flow separations.

Tidally Forced Turbulent Dissipation on a Three-Dimensional Fan in Luzon Strait

Abstract Moored observations and a realistic, tidally forced 3D model are presented of flow and internal-tide-driven turbulence over a supercritical 3D fan in southeastern Luzon Strait. Two stacked moored profilers, an acoustic Doppler current profiler, and a thermistor string measured horizontal velocity, density, and salinity over nearly the entire water column every 1.5 h for 50 days. Observed dissipation rate computed from Thorpe scales decays away from the bottom and shows a strong spring–neap cycle; observed depth-integrated dissipation rate scales as where UBT is the barotropic velocity. Vertical velocities are strong enough to be comparable at times to the vertical profiling speed of the moored profilers, requiring careful treatment to quantify bias in dissipation rate estimates. Observations and the model are in reasonable agreement for velocity, internal wave displacement and depth-integrated dissipation rate, allowing the model to be used to understand the 3D flow. Turbulence is maximum following the transition from up-fan to down-fan flow, consistent with breaking lee waves advected past the mooring as seen previously at the Hawaiian Ridge, but asymmetric flow arises because of the 3D topography. Observed turbulence varies by a factor of 2 over the four observed spring tides as low-frequency near-bottom flow changes, but the exact means for inclusion of such low-frequency effects is not clear. Our results suggest that for the extremely energetic turbulence associated with breaking lee waves, dissipation rates may be quantitatively predicted to within a factor of 2 or so using numerical models and simple scalings. Significance Statement This paper describes deep ocean turbulence caused by strong tidal and low-frequency meandering flows over and around a three-dimensional bump, using moored observations and a computer simulation. Such information is important for accurately including these effects in climate simulations. The observations and model agree well enough to be able to use both to synthesize a coherent picture. The observed and modeled turbulence scale as the cube of the tidal speed as expected from theory, but low-frequency flows complicate the picture. We also demonstrate the underestimation of the turbulence that can result when vertical profiling rates are comparable to the internal wave velocities.

Evolution of turbulent boundary layer over a three-dimensional bump

A bump is typically used in the inlet system of an aircraft engine to compress the incoming airflow and to reduce boundary layer thickness developed over fuselage. In this work, the turbulent flow over a three-dimensional bump is experimentally studied. The bump model is mounted in a closed return wind tunnel operated at the nominal velocity 10 m/s, corresponding to a friction Reynolds number of 2300. The flow field upstream the bump, along the bump centerline and at two different spanwise planes is measured with Particle Image Velocimetry (PIV). It is observed that a favorable pressure gradient develops until the suction peak of the bump, and that the average turbulence intensity within boundary layer is attenuated due to this favorable pressure gradient. The boundary layer thickness identified by examining profiles of streamwise velocity decreases significantly along the bump. The wall-normal position of the Turbulent/Non-Turbulent Interface (TNTI) identified with the vorticity criterion is also observed to decrease along the bump. When studying the behavior of the boundary layer thickness at different spanwise positions, we found that it tends to be larger in planes away from the centreline, which suggests that the bump diverts the flow.

Study on the surface structure effect of anode flow channel in proton exchange membrane fuel cell

The paper mainly discusses the transport behavior of hydrogen gas in the anode flow channel of the Proton Exchange Membrane Fuel Cell. The flow pattern of hydrogen gas at the anode is affected by the surface structure of flow channel. In order to accurately simulate the transport characteristics of the hydrogen gas in the anode flow channel, a structured 3-D multi-block, staggered grid system is used for spatial discretization in numerical methods, and the finite volume method is used to sequentially iteratively solve the continuous and momentum conservation equations. The coupling between velocity and pressure in the flow field is calculated by the PISO algorithm. Two shapes design of three-dimensional smooth straight flow channel and three-dimensional bump straight flow channel are adopted in this paper. The hydrogen gas with Reynolds number 200 enters the smooth straight flow channel. The flow field inside the flow channel has been developed about 0.3 ms. At the same inlet Reynolds number and straight flow channels of three kind of bump height ratio (h/H=0.25, h/H=0.5, h/H=0.75), these calculation results are discovered that the height ratio of the bump increases and the backflow effect becomes more obvious. The current density of the Proton Exchange Membrane Fuel Cell is further analyzed by the flow field variation in the bump flow channel.

Design and optimization of bump (compression surface) for diverterless supersonic inlet

In this article design and optimization scheme of a three-dimensional bump surface for a supersonic aircraft is presented. A baseline bump and inlet duct with forward cowl lip is initially modeled in accordance with an existing bump configuration on a supersonic jet aircraft. Various design parameters for bump surface of diverterless supersonic inlet systems are identified, and design space is established using sensitivity analysis to identify the uncertainty associated with each design parameter by the one-factor-at-a-time approach. Subsequently, the designed configurations are selected by performing a three-level design of experiments using the Box–Behnken method and the numerical simulations. Surrogate modeling is carried out by the least square regression method to identify the fitness function, and optimization is performed using genetic algorithm based on pressure recovery as the objective function. The resultant optimized bump configuration demonstrates significant improvement in pressure recovery and flow characteristics as compared to baseline configuration at both supersonic and subsonic flow conditions and at design and off-design conditions. The proposed design and optimization methodology can be applied for optimizing the bump surface design of any diverterless supersonic inlet system for maximizing the intake performance.

Angle of Attack Investigations on the Performance of a Diverterless Supersonic Inlet

An extensive experimental investigation to study the effects of angle of attack (AOA) on the performance of a body-integrated supersonic inlet has been carried out. The present inlet, known as Diverterless Supersonic Inlet (DSI), is utilized with a three-dimensional bump to provide both supersonic flow compression and boundary layer diversion. Experiments were conducted at the presence of a typical fore-body including an elliptical nose to further contemplate the effects of fore-body geometry on the approaching flow. All tests were conducted at a constant free stream Mach number, M_∞=1.65 zero degrees angle of sideslip (AOS), and at various angles of attack (AOA) ranging from -2 to 6 degrees. The results showed that the present DSI had acceptable performance characteristics for all ranges of AOA tested. It should be noted that the present DSI does not have any moving, adjustable or auxiliary mechanisms as such systems or mechanism are used to improve the performance of an inlet.

Aerodynamic and Stealth Integrated Design of DSI Inlet by Surrogate-Based Multi-Objective Optimization with EHVI Infill Criterion

To deal with the problem of aerodynamic and stealth integrated optimization of DSI inlet, a multi-objective optimization study on aerodynamic and stealth of the DSI inlet is carry out which based on the deformation of the three-dimensional compression bump surface. The FFD parametric method is used to parameterize the bump surface; CFD calculation based on RANS equations is used to analyze the aerodynamic performance of the DSI inlet, large element physical optical method and uniform theory of diffraction are used to calculate RCS of the DSI inlet; And ASMOPSO algorithm with the Kriging surrogate model which based on the expect hyper-volume improvement infill criterion is adopted for integrated optimization design. The results of DSI inlet aerodynamic and stealth integrated optimization exhibit considerable improvement.

Effects of Mach Number on the Performance of a Diverterless Supersonic Inlet

Extensive experiments were conducted on a body-integrated diverterless supersonic inlet (DSI). Diverterless supersonic inlets are designed and developed in order to provide both supersonic flow compression and boundary-layer diversion by using a three-dimensional bump in combination with a suitable cowl lip. The present experiments were performed at three different freestream Mach numbers of , 1.65 (the design Mach number), and 1.85, as well as at 0 deg angles of attack and angles of sideslip. To model the performance accurately, the intake was integrated with a typical forebody including a nose with an elliptical cross section. Wind-tunnel tests were conducted at critical, subcritical, and supercritical operating conditions. The results showed that the present DSI has acceptable performance in these operating conditions and is able to provide the required mass flow and static pressure ratios. For all conditions examined in this study, as a significant result, the fixed geometry of the designed DSI showed acceptable performance in the ranges of supersonic Mach numbers tested: ; furthermore, its operation in the subsonic condition of was satisfactory. It should be mentioned that there were no movable parts or an auxiliary flow control system for this intake.

On the performance of a body integrated diverterless supersonic inlet

Extensive experimental investigations on a body integrated Diverterless Supersonic Inlet (DSI) were conducted. These inlets are implemented for both supersonic flow compression and boundary layer diversion using a three-dimensional bump in combination with a suitable cowl lip. Experiments were performed at a free stream Mach number of 1.65, the design Mach number, and at zero degrees angle of attack and zero degrees sideslip angle. To recreate the operational conditions more accurately and have a realistic performance characteristic, the intake was integrated with a fuselage and a forebody nose with an elliptical cross-section. Wind tunnel tests were conducted at critical, subcritical and supercritical operating conditions where DSI operates in its stable states. The results showed that the present DSI had acceptable performance characteristics in the stable operating conditions and provides the required mass flow and static pressure compression ratio. In addition, it has a wide stable subcritical operating condition. Moreover, a relatively different behavior in the DSI performance curve is evident due to its body integrated geometry and 3D configuration of the bump and cowl lip, especially in the supercritical conditions.

Laminar buffet and flow control

An experimental investigation of the transonic flow past the laminar OALT25 airfoil has been conducted to analyze the impact of laminar flow upon the shock wave dynamics and the existence of a laminar buffet like phenomenon. Tests have been carried out at freestream Mach numbers varying in the range of 0.7–0.8, angle of attack from 0.5° to 4°, and with two tripping configurations at the upper surface of the wing. The (airfoil) chord based Reynolds number is about three million. Results obtained from pressure taps and sensors measurements, as well as Schlieren visualizations of the flow reveal the presence of a laminar buffet phenomenon in sharp contrast with the turbulent phenomenon, as it features a freestream- and chord-based normalized frequency of about unity while turbulent buffet occurs for a frequency close to 0.07 (Jacquin et al., AIAA J 2009; 47). A low-frequency mode, at a frequency of about 0.05 is also present in the laminar situation, notably lower than the high-frequency component. The latter exhibits strong oscillations of the shock foot and vertical wavelike deformations of the shock wave and the former moves the shock back and forth over a small portion of chord, quite similar to the turbulent phenomenon. The mean flow past the laminar wing is characterized by a laminar separation bubble under the shock foot, which likely contributes much to the novel dynamics revealed by the present experiments. Two control strategies of the unsteady shock wave are implemented, one consisting of three-dimensional bumps and one consisting of steady jets blowing transversely to the freestream. It is found that bumps provide a significant reduction of the buffet intensity in the laminar situation. The jets are able to completely remove the flow unsteadiness in both laminar and turbulent conditions.

Control of Transonic Buffet by Shock Control Bumps on Wing-Body Configuration

The aerodynamic shock buffet phenomenon limits the flight envelope of typical transonic aircraft at high Mach number or incidence. For future aircraft design, its correct prediction by numerical methods and control strategies are of great interest. In the present paper, simplified industrial applicable design guidelines for shock control bumps are summarized and assessed based on numerical (unsteady) Reynolds-averaged Navier–Stokes simulations of a wing-body configuration. The design guidelines cover both design objectives, wave drag reduction at dash flight, and buffet delay/alleviation. Three different shock control bumps have been designed: a two-dimensional bump for wave drag reduction at dash flight, a two-dimensional bump for delay of buffet onset, and a three-dimensional bump array with the intention of combining both design objectives. The two-dimensional bumps mark the maximum potential for each design objective with a drag reduction of 9 drag counts at dash flight and a delay of buffet onset by 4 lift counts. Even though the three-dimensional bump array combines both design objectives, it does not perform as well as expected due to massive crest-flow separation and a (so far) minor role of the vortical wake of three-dimensional bumps in delaying buffet onset.

Numerical Study on the Ability of Shock Control Bumps for Buffet Control

In addition to efficient reduction of wave drag in transonic flight, shock control bumps also offer some potential for buffet alleviation. In the present paper, two different approaches for buffet control by shock control bumps are compared and assessed based on time-resolved (unsteady) Reynolds-averaged Navier–Stokes simulations: downstream positioning of two-dimensional bumps, necessitating an adaptive device for combining both features (wave drag reduction and buffet control), and vortex generation by three-dimensional bumps as “smart vortex generators”. With the intention of providing detailed insight into dominant flow features and linking geometrical bump characteristics to those flow structures, the effect of bump design condition, crest height, and streamwise positioning of two- and three-dimensional shock control bumps on buffet behavior and performance of a supercritical, unswept wing section has been analyzed. Two-dimensional shock control bumps improve buffet behavior by an efficient shock strength reduction in combination with positive effects on flow separation. For three-dimensional bumps, the same buffet-affecting mechanisms have been observed, only less dominant due to the finite spanwise extent. Furthermore, it has been demonstrated that the strength of three-dimensional bumps’ vortical wake can be tuned by appropriate bump shaping and that this strength positively correlates with delayed buffet onset.

Morphing continuum theory for turbulence: Theory, computation, and visualization.

A high order morphing continuum theory (MCT) is introduced to model highly compressible turbulence. The theory is formulated under the rigorous framework of rational continuum mechanics. A set of linear constitutive equations and balance laws are deduced and presented from the Coleman-Noll procedure and Onsager's reciprocal relations. The governing equations are then arranged in conservation form and solved through the finite volume method with a second-order Lax-Friedrichs scheme for shock preservation. A numerical example of transonic flow over a three-dimensional bump is presented using MCT and the finite volume method. The comparison shows that MCT-based direct numerical simulation (DNS) provides a better prediction than Navier-Stokes (NS)-based DNS with less than 10% of the mesh number when compared with experiments. A MCT-based and frame-indifferent Q criterion is also derived to show the coherent eddy structure of the downstream turbulence in the numerical example. It should be emphasized that unlike the NS-based Q criterion, the MCT-based Q criterion is objective without the limitation of Galilean invariance.

Adapting Three-Dimensional Shock Control Bumps for Swept Flows

Shock control bumps offer the potential to reduce wave drag on transonic aircraft wings. However, most studies to date have only considered unswept flow conditions, leaving uncertain their applicability to realistic finite swept wings. This paper uses a swept infinite-wing model as an intermediate step, and it presents a computational study of the design drag performance of three-dimensional bumps. A new geometric parameter, termed bump orientation, is introduced and found to be crucial to the performance under swept flows. Classic shock control bumps aligned approximately with the local to freestream flow direction can offer drag reductions comparable to those from similar but unoriented devices in unswept flows, whereas badly misaligned bumps see severe performance degradation. For appropriately aligned classic bumps, the relationships between performance and selected geometric parameters (height, streamwise position, and isolation) are found to be somewhat similar to those observed in unswept studies.

Adapting Three-Dimensional Shock Control Bumps for Swept Flows

Shock control bumps offer the potential to reduce wave drag on transonic aircraft wings. However, most studies to date have only considered unswept flow conditions, leaving uncertain their applicability to realistic finite swept wings. This paper uses a swept infinite-wing model as an intermediate step, and it presents a computational study of the design drag performance of three-dimensional bumps. A new geometric parameter, termed bump orientation, is introduced and found to be crucial to the performance under swept flows. Classic shock control bumps aligned approximately with the local to freestream flow direction can offer drag reductions comparable to those from similar but unoriented devices in unswept flows, whereas badly misaligned bumps see severe performance degradation. For appropriately aligned classic bumps, the relationships between performance and selected geometric parameters (height, streamwise position, and isolation) are found to be somewhat similar to those observed in unswept studies.

Numerical Study of a Vortex Ring Interacting with a Three-dimensional Convex Surface

A vortex ring impinging on a three-dimensional bump is studied using Large Eddy Simulation (LES) for a Reynolds number Re = 4×10 4 based on the initial diameter and translational speed of the vortex ring. The evolution of vortical structures are investigated and an array of flow phenomena are discovered, such as the generation and deformation of secondary vortex ring, formation of loop-like vortices, interaction of vortex rings and the instability and breakdown of vortical structures. The total enstrophy of the flow reasonably elucidates some typical phases of flow evolution. Based on the Fourier analysis of the vertical vorticity, the azimuthal instabilities of the primary vortex ring are studied. Furthermore, the mechanism of vorticity generation on the bump surface has been revealed based on analysis of the boundary vorticity flux.

Making Air Travelling More Economical, An Innovative Drag Reduction Approach For A Supercritical Wing Section Using Shock Control Bumps

AbstractAir travelling is the second largest travelling medium used by people. In future it is expected to be the first choice for the travellers. As increase in the price of oil cost of air travelling is getting higher. Engineers are forced to find the cheaper means of travelling by innovating new techniques. This paper presents the new idea to reduce air travelling cost by reducing drag, which is major driving factor of high fuel consumption. Two-dimensional and three-dimensional shock control contour bumps have been designed and analysed for a supercritical wing section with the aim of transonic wave drag reduction. A supercritical airfoil (NACA SC (02)-0714) has been selected for this study considering the fact that most modern jet transport aircraft that operate in the transonic flow regime (cruise at transonic speeds) employ supercritical airfoil sections. It is to be noted that a decrease in the transonic wave drag without loss in lift would result in an increased lift to drag ratio, which being a key range parameter could potentially increase both the range and endurance of the aircraft. The major geometric bump parameters such as length, height, crest and span have been altered for both the two-dimensional and three-dimensional bumps in order to obtain the optimum location and shape of the bump. Once an optimum standalone three-dimensional bump has been acquired an array of bumps has been manually placed spanwise of an unswept supercritical wing and analysed under fully turbulent flow conditions. Different configurations have been tested with varying three-dimensional bump spacing in order to determine the contribution of bump spacing on overall performance. The results show a 14 percent drag reduction and a consequent 16 percent lift to drag ratio rise at the design Mach number for the optimum arrangement of bumps along the wing span. This innovative technique proves to be a bridge between economical problems and engineering solutions and a milestone for aviation engineering.

Large Eddy Simulation of a Vortex Ring Impacting a Bump

AbstractA vortex ring impacting a three-dimensional bump is studied using large eddy simulation for a Reynolds number Re = 4 × 104 based on the initial diameter and translational speed of the vortex ring. The effects of bump height and vortex core thickness for thin and thick vortex rings on the vortical flow phenomena and the underlying physical mechanisms are investigated. Based on the analysis of the evolution of vortical structures, two typical kinds of vortical structures, i.e., the wrapping vortices and the hair-pin vortices, are identified and play an important role in the flow state evolution. The boundary vorticity flux is analyzed to reveal the mechanism of the vorticity generation on the bump surface. The circulation of the primary vortex ring reasonably elucidates some typical phases of flow evolution. Further, the analysis of turbulent kinetic energy reveals the transition from laminar to turbulent state. The results obtained in this study provide physical insight into the understanding of the mechanisms relevant to the flow evolution and the flow transition to turbulent state.

Three-dimensional numerical simulation of a vortex ring impacting a bump

A vortex ring impinging on a three-dimensional bump is studied using large eddy simulation for a Reynolds number Re = 4 × 104 based on the initial translation speed and diameter of the vortex ring. The effects of bump height on the vortical flow phenomena and the underlying physical mechanisms are investigated. Based on the analysis of the evolution of vortical structures, two typical kinds of vortical structures, i.e., the wrapping vortices and the hair-pin vortices, are identified and play an important role in the flow state evolution. The circulation of the primary vortex ring reasonably elucidates some typical phases of flow evolution. Furthermore, the mechanism of flow transition from laminar to turbulent state has been revealed based on analysis of turbulent kinetic energy.