Turbulent Kinetic Energy Distribution Research Articles

Numerical Study of the Ratio of Depth-to-Print Diameter on the Performance and Flow Characteristics for a Dimpled, Highly Loaded Compressor Cascade

The influence of the ratio of dimple depth-to-print diameter (λ) on the highly loaded compressor cascade NACA0065-K48 is investigated based on the Reynolds-averaged Navier–Stokes (RANS) method. Simulations are conducted with a validated shear-stress transportation (SST) turbulence model coupled with the Gamma-Theta (γ−Reθ) transition model at the inlet Mach number of 0.7. At 5~25% of the axial chord on the suction surface, four rows of dimples are arranged in parallel, and the dimples’ spacing is 4 mm. Moreover, there are five kinds of λ, ranging from 0.125 to 0.875, which determine the pressed arc of a spherical dimple. Three flow regimes (diffuser–confuser flow, tornado-like vortex and horseshoe vortex) with the same topological structure are observed in these dimples, which affect the flow and performance of the cascade by changing the energy distribution. The distribution of turbulent kinetic energy (TKE) reflects the disturbance of the tornado-like vortex in the inferior arc dimples (λ=0.375) intensely, whereas the disturbance of the horseshoe vortex in superior arc dimples (λ=0.625, 0.875) is relatively weak. Numerical results indicate that the loss of the corner separation can be reduced with a dimples array, which is mainly related to the vertical climbing of the lateral flow that delays the starting point of the corner separation and weakens the mixing process. However, the loss in the wake of the dimpled cascades increases, which is caused by the thickened boundary layer induced by the high turbulent vortices. The dimpled cascade with λ=0.625 can achieve the most significant loss reduction (13.47%), while ensuring the pressurization capacity.

Hydrophobic Flocculation of Coal Particles Controlled by Mechanical Stirring

ABSTRACT The effects of mechanical energy input amount and input mode on the hydrophobic flocculation of coal particles in the stirring field were studied. Based on dimensional analysis, it was proved that the mechanical stirring speed can be used as the kinetic index of hydrophobic flocculation, and the mathematical expressions of floc formation and mechanical energy input were derived. Combined with the flotation tests, it was confirmed that the increase in stirring speed significantly promoted the hydrophobic flocculation of coal particles in a limited way. The full baffle stirred tank and three types of agitators, namely blade agitator, propeller agitator, and turbine agitator, were designed and manufactured. The turbulent kinetic energy and velocity distribution near the agitator were analyzed by fluid simulation, which showed that the axial flow field in the stirred tank was more conducive to the occurrence of flocculation.

Measurements of weak and moderate oblique shock-vortex interactions in supersonic flow

Stereoscopic particle image velocimetry measurements have been performed to quantify the centerline flow field associated with oblique shock-vortex interactions. This novel data set provides a unique view into the time-averaged velocity and turbulence kinetic energy distribution of weak and moderate interactions. Traditionally visualized using qualitative techniques, these data demonstrate that even weak interactions will result in measurable alterations to the flow field.

Experimental Investigation of Ground Effect on the Vortical Flow Structure of a 40° Swept Delta Wing

The ground effect influences the flow structure on a delta wing during landing and take-off processes. In this regard, comprehensive instantaneous velocity measurements and flow visualizations were carried out by particle image velocimetry and dye flow visualization techniques to reveal the ground effect on leading-edge vortex characteristics of a 40° swept delta wing. The flow behaviors on the delta wing under the impact of the ground were analyzed at two angles of attack, 8° and 11°, and the space between the ground and lower surface of the wing was nondimensionalized with the wing’s chord length. It was found that the presence of the ground caused premature leading-edge vortex breakdown due to the increasing adverse pressure gradient on the wing’s suction side along the chord direction. The ground effect caused an increase in peak value and distributions of turbulent kinetic energy on the wing surface that depended on the earlier leading-edge vortex bursting and complex and disorganized flow structures. The value of time-averaged vertical velocity was lower when the delta wing descended from the free-stream flow zone into the ground effect zone because of the blocking of fluid flow in the gap between the ground and pressure surface of the wing. Thus, it can be concluded that the ground effect is very influential on the change of vortical flow characteristics of nonslender delta wings.

Experimental and numerical investigations of motion and mass transfer of single bubbles in a turbulent flow chamber

Background Gas-liquid mass transfer is a common transport phenomenon in the chemical industry. It is important to relate the mass transfer of single bubbles to the flow of the surrounding liquids. Many research on single bubbles mass transfer is on the experiment where the bubble is free rising in stagnant liquids, resulting a relative low liquid Reynolds number and short residence time. Therefore, the chamber flow is utilized to create a controllable flow field which can keep single bubbles in the chamber for a long period, which enables the accurate determination of the mass transfer coefficient.Methods First, the accuracy of three turbulence models describing the liquid flow in industrial stirred tanks were evaluated, by validating the liquid velocity and turbulent kinetic energy distribution in the chamber with experiments. Then, by coupling the turbulence model, volume of fluid method and several mass transfer models, the bubble motion and mass transfer were simulated. In this coupling approach, five classic models were respectively used to evaluate kL in the turbulent chamber flow.Significant findings This paper provides a reference for the selection of mass transfer model in the liquid flow chamber. The large eddy simulation is typically suitable for calculating turbulent liquid flow in the chamber. By coupling large eddy simulation and volume of fluid method, the mass transfer process of single bubbles in this cavity flow can be predicted. Considering the present partially contaminated and reactive system, Brauer mass transfer model can predict the mass transfer coefficient more accurately than other models.

A numerical approach in the investigation of the effects of diethyl ether and ethanol mixtures on combustion characteristics and NO emissions in a DI diesel engine

In this study, the effects of adding ethanol and diethyl ether to diesel fuel on combustion characteristics and NO emissions were numerically investigated. 100% diesel fuel (D100) and by volume 90% diesel+10% ethanol blend (D90E10), 80% diesel+20% ethanol blend (D80E20), 80% diesel+10% ethanol+10% diethyl ether blend (D80E10DEE10) and 85% diesel+ 10% ethanol+5% diethyl ether mixture (D85E10DEE5) was used as fuel. Analyzes were carried out using a single cylinder direct injection diesel engine at 2000 and 3000 rpm engine speed conditions. AVL FIRE software was used for numerical study. In-cylinder pressure, cumulative heat release rate, turbulent kinetic energy (TKE), NO emissions and velocity distributions in the combustion chamber were investigated for five different fuel types. As a result, the in-cylinder pressure and heat release rate of ethanol and diethyl ether blended fuels were lower than diesel fuel at both speeds. This is due to the calorific value of the fuel. It was observed that NO emissions decreased as the ethanol content in the fuel increased. For both engine speeds, the highest TKE value was obtained in D90E10 mixed fuel, and the lowest value was found in D80E10DEE10 mixture fuel. Ethanol positively affected the turbulent kinetic energy. The flow rate of ethanol was higher than diesel and diethyl ether fuel.

Wave-attenuation and hydrodynamic properties of twin pontoon floating breakwater with kelp

With the increasing awareness of environmental protection, more and more marine eco-structures are being built. Mangroves, corals and seaweeds can be combined with marine hard structures to resist marine hazards. As a kind of marine plant, kelp has the potential to weaken wave and current. In this paper, a twin pontoon floating breakwater with kelp (TPFBK) is proposed. Experimental and numerical studies are carried out in a wave flume. Firstly, comparative experimental studies of the wave-attenuation performance of TPFBK with different length kelp and the number of rows of kelp arrangements are conducted. Secondly, the mooring force of the TPFBK with different arrangements of kelp are compared exhaustively. Finally, a simplified fluid-solid coupled numerical model is developed to analyze the wave dissipation mechanism of the TPFBK with different kelp arrangements by velocity field, vorticity and turbulent kinetic energy distribution. The results indicate that the TPFBK exhibits better wave attenuation performance compared with the traditional twin pontoon floating breakwater (TPFB). At the same time, the kelp array is helpful to reduce the on-shore mooring force. However, it increases the off-shore mooring force which is very limited. The TPFBK with a single row of densely planted kelp improves wave attenuation performance mainly by reflecting wave energy, while the multi-row arrangement of kelp enhances wave energy dissipation. And the dissipation of wave energy is caused by the variations in velocity field, turbulent kinetic energy and the development and shedding of vortices.

Investigation of the Aerodynamic Characteristics of Platoon Vehicles Based on Ahmed Body

In this paper, the aerodynamic characteristics of two vehicles and three vehicles in the platoon under different vehicle spacings have been explored in detail. Firstly, the realizable k- ε model was used to verify the numerical method based on a single 35° Ahmed body. Then, the aerodynamic characteristics such as drag characteristics, surface pressure, wake structure, and turbulent kinetic energy distribution were analyzed for the platoon of two and three 35° Ahmed bodies. Although the RANS (Reynolds-averaged Navier–Stokes) model had got good results for simulating a single 35° Ahmed body, when simulating two 35° Ahmed bodies in the platoon, it was found that there is still a big error compared with the experimental data. In the three 35° Ahmed body, the drag coefficient of the leading body is almost unchanged compared with that of the leading body in the two-vehicle platoon, while the drag coefficients of the middle body and the trailing body are both reduced compared with those of the single body. For x/L = 0.25, the middle body is about 56% of the single-body value, and the trailing car is about 88% of the single-body value. It can be seen that the drag reduction effect of three 35° Ahmed bodies is larger than that of two 35° Ahmed bodies. It is shown that the aerodynamic characteristics are very sensitive to the selected platoon vehicle model. Because model with different geometric shapes will produce different wake structures, different aerodynamic phenomena will occur when they are arranged in the platoon.

Effect of hole arrangement patterns on the leakage and rotordynamic characteristics of the honeycomb seal

The honeycomb seal is a vital component to reduce the leakage flow and improve the system stability for the turbomachines. In this work, a three-dimensional model is established for the interlaced hole honeycomb seal (IHHCS) and the non-interlaced hole honeycomb seal (NIHHCS) to investigate its leakage and rotordynamic characteristics by adopting computational fluid dynamics (CFD). Results show that the hole arrangement patterns have little impact on the pressure drop and turbulence kinetic energy distribution for the seals, and the IHHCS possesses a slightly lower leakage flow rate than the NIHHCS. Moreover, the numerical results also show that the NIHHCS possesses a better rotordynamic performance than the IHHCS at all investigated conditions. Both seals show a larger k and a lower Ceff with the increase of the positive preswirl ratios and rotational speeds, while the negative preswirl ratios would reduce the k and improve the Ceff. The NIHHCS possesses a higher absolute value of Ft for all operating conditions, this could explain the distinction of Ceff for both seals at different working conditions.

Detection of the impact of a tropical cyclonic system on the dynamics and energetics of the atmosphere using wind profiler radar

Rapid changes in the tropospheric circulation features associated with the overhead passage of the Gaja cyclonic system over the 205 MHz Stratosphere Troposphere wind profiler radar observations at Kochi (10.03° N, 76.33° E), India, have been studied. The severe cyclonic system formed in the southeast Indian Peninsular region weakened into a depression after landfall near the Tamil Nadu coast. On 16th November 2018, the cyclonic system crossed the Western Ghats and travelled westward at 33 knots over the ST radar site at Kochi in the evening. Later it reached the Arabian Sea and intensified again into a severe cyclone. Continuous observations of the vertical structure of the wind pattern at 4-min intervals from the wind profiler radar have been examined. The impact of the transit of the cyclonic system extends up to a height of 13 km in the atmosphere. The vertical distribution of turbulent kinetic energy in the atmosphere indicates a sudden disruption in the tropospheric levels at the time of storm passage. The cyclonic system traversed over the Western Ghats positioned at an altitude of 2500 m. It crossed the radar site at the mean sea level after passing a horizontal distance of 100 km. The abrupt changes in the topographical conditions generate atmospheric gravity waves in the leeward side of the Western Ghats, as observed from the ST radar, are presented. During the period, changes in surface parameters were evaluated using co-located automatic weather station (AWS) data. Satellite information and Doppler weather radar observations from Kochi have also supplemented the investigation.

Turbulent Kinetic Energy Distribution around Experimental Permeable Spur Dike

The spur dike is widely used in the waterway renovation project in the upper reaches of the Yangtze River as a remediation structure, but its water destruction is very common, and the influence of the permeable characteristics of the riprap spur dike on its stability has been neglected in many studies. Through the method of combining a generalized flume test and theoretical analysis, the influence of the submerged degree of the permeable spur dike, the porosity of the spur dike body, and the size of the void on its nearby turbulent kinetic energy is studied. The results show that the turbulent kinetic energy in the front of the spur dike increases with the increase of the submerged degree, decreases with the increase of the porosity, and first increases and then decreases with the increase of the pore size. At the axis of the dike, the turbulent kinetic energy increases with the increase of the submerged degree, decreases first and then increases with the increase of the porosity, and increases with the increase of the pore size. In the rear area of the dike, the turbulent kinetic energy decreases with the increase of the submerged degree, firstly decreases and then increases with the increase of the porosity, and first increases and then decreases with the increase of the pore size. The research results are of great significance to further understanding the water dike age of a permeable spur dike, and can provide scientific guidance for the design and restoration of spur dikes.

Convection of multi-scale motions in turbulent boundary layer by temporal resolution particle image velocimetry

Experiments of particle image velocimetry (PIV) in the turbulent boundary layer at have been conducted to investigate the convection characteristic of turbulent structure and the validity of Taylor’s hypothesis. Views of (, the boundary layer thickness) were captured by four streamwise-arranged cameras. Distributions of streamwise turbulent kinetic energy on a streamwise scale were investigated by continuous-wave transform, and scales were found where the portion of streamwise turbulent kinetic energy approaches maximum. Fluctuating velocities (instant velocity minus average velocity on time dimension) were divided into large-scale motion (LSM) and small-scale motion (SSM) portions, bounded by . Convection velocities of LSM and SSM are determined by the spatiotemporal correlation method, and they are larger than local average velocities in near-wall regions, but smaller than local average velocities in wake regions. Statistical characteristics between velocity fields reconstructed by Taylor’s hypothesis and original fields were compared by the autocorrelation method, and the reconstructed field’s patterns are longer than original field’s patterns, while their heights do not have clear distinction. The correlation of original velocity fields and reconstructed fields shows that LSM can hold on over and SSM over in streamwise convection separation for regions of , given a threshold value (correlation coefficient C = 0.6).

Numerical investigation of the slipstream characteristics of a maglev train in a tunnel

High-speed maglev trains operate at higher speeds than conventional high-speed trains. This has implications on intensified aerodynamic issues, such as the transition between open air running and entering into a tunnel. In this paper, numerical simulation of a maglev train entering a tunnel is carried out using IDDES methods (based on SST k-omega model) to analyze the changing slipstream. The peaks and fluctuations of the slipstream are analyzed, together with the transient wake characteristics and TKE (turbulent kinetic energy) distributions. The influence of train nose length on the slipstream and its associated characteristics inside tunnels is also investigated in this paper. It was found that as the maglev train enters the tunnel, the wake slipstream at measuring points close to tunnel entrance increases significantly then decreases slightly with the increase of distance to tunnel entrance. Overall, the fluctuation and magnitude of slipstream inside tunnel is larger than that on open line, more specifically, the maximum TKE generated inside tunnel is. 7.62% larger than that on the open line at contour X = 3 H behind the train tail. Besides it takes longer time for the slipstream inside tunnel to return to the initial condition. These phenomena could be explained by that the scale of vortex structure formed behind the train tail is larger, the developing distance of the wake vortices in the streamwise direction is longer and the TKE generated is more significant inside tunnel. It was also found that increasing the nose length could effectively decrease the spatial scale and TKE of the wake vortices, which resulted on reducing the peak and pulsation of wake slipstream. Comparing to that of 5.4 m, the peak of the wake slipstream of the maglev trains with the 7.4 m and 9.4 m nose lengths at Y = 0.235 m(0.385) is reduced by approximately 23.7%(58%) and 35.9%(82.2%) on open field, and by about 3.6%(4.7%) and 14%(18.5%) inside tunnel. Besides, the maximum TKE at contour X = 2H/3H/5H behind the train tail decreases about 14.4%/10.7%/11.3% and 51%/31.5%/18% as the nose length increase to 7.4 m and 9.4 m respectively.

Effect of pitched short blades on the flow characteristics in a stirred tank with long-short blades impeller

This work focuses on the design improvement of the long-short blades (LSB) impeller by using pitched short blades (SBs) to regulate the flow field in the stirred vessel. After mesh size evaluation and velocity field validation by the particle image velocimetry, large eddy simulation method coupled with sliding mesh approach was used to study the effect of the pitched SBs on the flow characteristics. We changed the inclined angles of the SBs from 30° to 60° and compared the flow characteristics when the impeller was operated in the down-pumping and up-pumping modes. In the case of down-pumping mode, the power number is relatively smaller and vortexes below the SBs are suppressed, leading to turbulence intensification in the bottom of the vessel. Whereas in the case of up-pumping mode, the axial flow rate in the center increased significantly with bigger power number, resulting in more efficient mass exchange between the axial and radial flows in the whole vessel. The LSB with 45° inclined angle of the SBs in the up-pumping mode has the most uniform distributions of flow field and turbulent kinetic energy compared with other impeller configurations.

Unsteady Motion of Shock Wave for a Supersonic Compression Ramp Flow Based on Large Eddy Simulation

A large eddy simulation (LES) is conducted to investigate shock wave/turbulent boundary layer interaction in a 24° compression ramp at a high inlet Mach number of Ma=2.9. The recycling/rescaling Method is used as the inflow turbulence generation technique. The shock wave structure and boundary layer flow in the interaction region are studied by flow visualization methods, such as vortex recognition and numerical schlieren. The distributions of turbulent kinetic energy and Reynolds normal stresses at different streamwise locations are analyzed. The results show that a strong anisotropy turbulent flow appears in the reattached boundary layer after the interaction of the shock wave. The large-scale unsteady motion of the separation shock wave is analyzed by using the intermittent factor and power spectrum. It is found that the shock moves around the averaged separation position, and the length scale is equal to 72% of the inlet boundary layer thickness. The power spectrum analysis reveals the existence of low-frequency instability in the separation region.

Effect of the Axial Casing Groove Geometry on the Production and Distribution of Reynolds Stresses in the Tip Region of an Axial Compressor Rotor

AbstractStereo-PIV data are used for investigating the effect of axial casing groove (ACG) geometry on the distribution, evolution, and production rates of turbulent kinetic energy (TKE) and Reynolds stresses near a rotor tip. The ACGs delay the onset of stall by entraining the tip leakage vortex (TLV) and cause periodic changes to incidence angle. These effects are decoupled using semicircular, U-shaped, and S-shaped grooves that have similar inlets, but different outflow directions. Most TKE distribution trends can be explained by the local turbulence production rates, elucidating the different mechanisms involved and providing a unique database for turbulence modeling. Interaction of the tip flow with the ACGs modifies the highly anisotropic and inhomogeneous passage turbulence. In all cases, the TKE is high in the TLV center and shear layer connecting the TLV to the rotor tip. At prestall flowrate, TLV entrainment reduces the passage turbulence level, but introduces elevated turbulence in the corner vortex formed at the downstream corner of grooves, and in shear layers developing at the exit from grooves. The location of peaks and the dominant components vary among grooves. Near the best efficiency point, interactions of the TLV with the circumferentially negative outflow from the U and semicircular ACGs generate high turbulence levels, which extend deep into the passage. In contrast, interactions with S grooves are limited, resulting in a substantially lower turbulence level. Accordingly, the S groove maintains the untreated endwall efficiency, while the U and semicircular grooves reduce the peak efficiency.

Coriolis force effects on radial convection in a cylindrical annulus

Thermal convection under the influence of rotation appears in a wide range of engineering and geophysical applications, and has been investigated extensively both experimentally and numerically utilizing different canonical configurations. The problem of radial convection in a cylindrical annulus, studied in the present work, has received less attention than other configurations, such as rotating Rayleigh-Bénard convection. It has long been known that rotation has a stabilizing effect and, in the limit of strong rotation, a two-dimensional flow emerges, resulting in reduced heat transfer rates. Here, direct numerical simulations are performed for buoyancy-driven flows in a cylindrical annulus bounded by two parallel disks with and without rotation. By maintaining a radial gravity term analogous to a centrifugal acceleration even in the stationary cases, it is possible to isolate the effect of the Coriolis force on the flow. As expected, when rotation is imposed the flow is characterized by large-scale structures and the heat transfer rates are significantly reduced. Turbulence statistics are presented for the mean temperature profiles, temperature and velocity fluctuations, turbulent kinetic energy budgets, and Reynolds stress anisotropy tensor. It is shown that rotation significantly affects the distribution of turbulent kinetic energy throughout the radial direction, in particular away from the cylindrical surfaces. The anisotropy maps reveal that the turbulence is quasi-two-dimensional in the rotating cases, even for the highest value of Ra considered, whereas without rotation the core region approaches the isotropic limit with increasing Ra.

In-situ slow production of Fe2+ to motivate electro-Fenton oxidation of bisphenol A in a flow through dual-anode reactor using current distribution strategy: Advantages, CFD and toxicity assessment

In-situ slow production of iron catalysts can not only simplify process control and solve the problem of difficult reuse of the ex-situ dosing catalysts, but also avoid the •OH consumption reaction caused by the excessive catalysts. However, the relevant research is relatively lacking. In this study, a flow through dual-anode electro-Fenton (EF) reactor using simple current distribution strategy was designed for the first time, and Fe2+ could be in-situ slowly generated to cost-effectively motivate EF oxidation. Compared to the traditional in-situ production of Fe2+ in EF system with a single iron anode, in-situ slow production of Fe2+ in dual-anode EF system using current distribution was more cost-effective. In multi-electrode EF system, continuous flow through reactor showed significant advantages over the traditional flow by and batch reactor in terms of electron and mass transfer, back-mixing phenomenon and convection diffusion, as proved by LSV, EIS analysis and computational fluid dynamics (CFD) simulations, such as turbulent kinetic energy, velocity, pressure and fluid trace distribution. The optimum conditions were attained by response surface methodology (RSM), including applied current of 53.59 mA, pH of 3.27, current ratio of iron anode of 35.89% and flow rate of 11.52 mL/min. Fenton reaction only occurred at the reaction zone where the iron anode was located, including the homogeneous Fenton reaction between the dissolved Fe2+ and electrogenerated H2O2 and the heterogeneous Fenton reaction caused by the iron oxide adhered on the cathode surface. Besides, the toxicity evolution was analyzed using the Kirby-Bauer disk diffusion method. In summary, this work provided an innovative and simple idea for the simultaneous in-situ production of H2O2 and Fe2+ at the most favorable rate for Fenton reaction, respectively.

Numerical analysis of the effect of train length on train aerodynamic performance

The improved delayed detached eddy simulation is adopted in the present study to investigate the influence of the train length on its aerodynamic performance. The low y+ wall treatment and the cubic constitutive relation are adopted to resolve the viscous flows and model the anisotropic turbulence within the boundary layer. The analysis implied that the distribution region and intensity of velocity fluctuation are strengthened, resulting in a larger turbulence kinetic energy distribution and a higher boundary layer thickness as the train length increases. A reduction in the streamwise velocity and the negative pressure with the increasing train length on the tail train is observed, resulting in lower drag and lift coefficients. As the length of the train increases, both the mean and instantaneous slipstream velocities are increased. The boundary layer thickness and the skin friction coefficient are compared with flat plate theory, reduced-scale, and full-scale experiments, proving the ability of numerical simulation to model the boundary layer velocity profile and skin friction coefficient distribution correctly. The wake structures are identified by the Spectral Proper Orthogonal Decomposition method, the dominant mode frequency decreases, and the wavelength becomes larger as the length of the train becomes longer due to the thickening boundary layer.

Experimental evaluation of the patient-specific haemodynamics of an aortic dissection model using particle image velocimetry

Aortic Dissection (AD) is a complex pathology that affects the aorta. Diagnosis, management and treatment remain a challenge as it is a highly patient-specific pathology and there is still a limited understanding of the fluid-mechanics phenomena underlying clinical outcomes. Although in vitro models can allow the accurate study of AD flow fields in physical phantoms, they are currently scarce and almost exclusively rely on over simplifying assumptions. In this work, we present the first experimental study of a patient-specific case of AD. An anatomically correct phantom was produced and combined with a state-of-the-art in vitro platform, informed by clinical data, employed to accurately reproduce personalised conditions. The complex AD haemodynamics reproduced by the platform was characterised by flow rate and pressure acquisitions as well as Particle Image Velocimetry (PIV) derived velocity fields. Clinically relevant haemodynamic indices, that can be correlated with AD prognosis – such as velocity, shear rate, turbulent kinetic energy distributions – were extracted in two regions of interest in the aortic domain. The acquired data highlighted the complex nature of the flow (e.g. recirculation regions, low shear rate in the false lumen) and was in very good agreement with the available clinical data and the CFD results of a study conducted alongside, demonstrating the accuracy of the findings. These results demonstrate that the described platform constitutes a powerful, unique tool to reproduce in vitro personalised haemodynamic conditions, which can be used to support the evaluation of surgical procedures, medical devices testing and to validate state-of-the-art numerical models.