Values Of Drag Coefficient Research Articles

БАЛЛИСТИКА ОСКОЛКОВ КУБИЧЕСКОЙ ФОРМЫ

Calculating results on the nature of aerodynamic interaction of cube objects are presented for a velocity range from 2 up to 10 Mach numbers. The objects were arbitrary oriented relatively to moving flow. The examined objects have a character size 8 mm. The method of numerical solution of the complete Navier-Stokes equations averaged according to Reynolds and supplemented by a simple turbulence model has been selected for simulations. The complete picture of the flow past a single cube was built taking into account its orientation relative to the flow direction. Three-dimensional calculation of the process of exterior flow around considered objects by a supersonic gas flow was conducted taking into account appropriate boundary conditions on the surfaces of objects and on the walls of a calculation domain. The equation of state of the perfect gas was used for air. The aerodynamic forces and moments acting on streamlined surfaces of objects and also all parameters of the gas flowing in a calculation volume - pressure, density, temperature and velocity fields were determined as a result of solution. The complete calculation was divided into several stages, in the end of which the automatic analysis of an obtained solution was made and the coarse mesh refinement based on this analysis was conducted in high-gradient areas of flow parameters. The complete number of counting cells n in a concrete calculation, as a rule, did not exceed 2.5Ч106. The precision of obtained results was estimated by the character of solution convergence on each of considered calculation stages. The symmetry conditions were used for the decrease of a calculation domain. During calculation such aerodynamic characteristics of each object as the drag coefficient was determined. The value of drag coefficient in dependence of velocity plays important role in splinter ballistics. For comparison the results of supersonic experiments for cube splinters arbitrary oriented relatively to moving flow are presented. Visualization of the flow about the cube samples was performed using shadow technique. The character of ablation due to aerothermomechanical destruction is shown with pulsed roengraphy. Experiments have been carried out in aeroballistic range using powder ballistic launchers. In the presented X-ray image the shape of the steel cube undergoing hypersonic flow is shown.

Aerodynamics analysis of electric car UM body surface using computational fluid dynamics

The body shape that is engineered in such a way will produce fluid flow characteristics that very and greatly affect the function of the shape of the body. However, until now researchers have not been able to find the right solution to diagnose and synthesize flow structures, so that it is done directly through experimental testing [3]. One of them by using the help of a software CFD (Computational Fluid Dynamics) is Ansys 18.1. Fluid Flow Analysis on the surface of the body electric car UM produces several characteristics such as fluid flow which has a significant obstacle, especially on the surface that has a wide surface that causes a flow that causes the flow is red which indicates the velocity of air flowing in that large area obtained maximum velocity air results of 21.1885m / s marked with the color red and velocity minimum of 0.03947m / s marked in blue, other than that when the air flows produce a pressure that produces the maximum pressure received by the body of 79.12Pa and the minimum pressure of -316.1Pa and the value of drag coefficient from the car body electric car UM obtained results of 0.46.

Correction of Wind Tunnel Test Data for Additional Roughness Drag

A method to correct wind tunnel test data for the additional drag caused by roughness elements in a fully turbulent boundary layer is proposed using drag polar curves obtained from wind-tunnel tests. It is assumed that boundary layer over a wind tunnel model is fully turbulent at high absolute angle of attack both with and without roughness elements from the results of measurements using Preston tubes, and that the additional drag due to the roughness elements is constant over the entire range of the angle of attack. The additional roughness drag is estimated using the axial force data obtained from internal balances. The method proposed was validated using the data from wind tunnel tests with the same Mach number with two models obtained from two different wind tunnels. The differences in the values of minimum drag coefficient obtained from the two wind tunnels tests corrected by this method were smaller than those corrected using a conventional method, and they were well within the uncertainties in terms of the drag coefficient. Furthermore, the additional roughness drag can be estimated by this method when applying wind tunnel data obtained using only a single roughness height.

Preliminary study of software tracker usage to analyze inhibitory style on free fall movie events

This paper presents drag force analysis of free falling object using software tracker. We use video cupclips that have been embedded in this software. The video featured cupcakes to which hung a number of different paper clips were dropped simultaneously. We track the trajectory of free falling cupclips using the software to get the information of position, speed, and acceleration of each cupcake against time. From the data we get the value of drag forces and drag coefficients for each time. The result shows that the drag force value increased to almost constant value, otherwise the drag coefficient is reduced to almost constant values well. According to the results, the analyzed data has good agreement with the theory. Thus, software tracker can be used as media to learn drag force easily and inexpensively.

Quasi static study on tall building based on measured dynamic wind pressure

One important issue that arrives the serviceability design of many high-rise buildings is wind-induced discomfort. The assessment of discomfort risk for the buildings occupants due to the wind action is, therefore, of primary importance. The treatment of wind loading, which is universally applied to the design of typical low to medium-rise structures, can be unacceptably conservative for the design of very tall buildings. This study presents the experimental results of evaluating wind pressure distributions on all four faces of a tall rectangular building with 1:1.5:7 ratio. The model is made up of the acrylic sheet with a geometric scale of 1:300 with plan dimension of 10 cm x 15 cm and height of 70 cm. The model is instrumented with 192 numbers of pressure taps at eight different levels were denoted as Level 1 to level 8 corresponding to the heights of z/H ratio (where H is the height of the model) are 0.10, 0.20, 0.30, 0.50, 0.70, 0.80, 0.90 and 0.95 respectively. The model is tested using a Boundary Layer Wind Tunnel (BLWT) for twelve angles (0°, 5°, 10°, 15°, 25°, 33.5°, 45°, 56.5°, 60°, 75°, 87.5° & 90°) of wind incidence under plain terrain condition. The measured pressure data have been integrated to evaluate mean pressure coefficients, drag & lift coefficients along wind direction and perpendicular to wind direction, mean moment coefficients at each of measured levels. The average pressure coefficient values on the windward face are almost comparable at all levels, while on the smooth face and side faces the lower levels have a minimum value compared to higher levels. Mean force coefficients for level 8 are always higher than all the other levels due to edge effect at top levels. The average drag coefficient values are a good agreement with code values (IS: 875 (Part3)-1987).

Drag reduction in a class 8 truck - scaled down model

Trucks are heavy load vehicles used mainly for commercial transport operations. There are several classes of heavy duty commercial vehicles classified based on the weight loaded. More than 50% of the engine output power in such trucks is utilized to overcome the drag. Drag force in automobiles is the resistance offered by air on vehicles at higher speeds. Class 8 trucks suffer higher drag when compared to other classes. In the present work, a numerical model is developed using a commercial code ANSYS FLUENT to predict the drag coefficient value. The effects of gap width and cab front radius with a constant fairing is analysed using the numerical model developed. A Class 8 model truck with minimal drag coefficient having constant fairing and optimized gap width between the trailer and cab is proposed.

Risk Assessment Method of Subsea Wellhead Instability in Consideration of Uncertain Factors in Deepwater Drilling

In deepwater drilling, the subsea wellhead is in a complicated stress state and carries the risk of instability. The mechanical stability of subsea wellhead has gradually become one of the key factors in the design and construction of deepwater drilling. In this paper, through the analysis of stress and deformation of subsea wellhead system in deepwater drilling, the characteristic parameters that characterize the mechanical stability of subsea wellhead were determined. On this basis, the influence of different factors on characteristic parameters was analyzed based on dimensionless processing and sensitivity analysis. Factors that were more sensitive and had greater impact on the wellhead mechanical stability of the instance well were screened. Aiming at the problem of greater uncertainty of resistance coefficient, the risk assessment method of subsea wellhead instability considering of uncertain factors was established. Using this method, the wellhead instability risks could be quantitatively evaluated in the drilling process, construction parameters and monitoring values of environmental loads which meet the wellhead safety requirements that could also be proposed. Example shows that: according to the selected parameters such as center value of drag coefficient $$\mu = 0.8$$ , fluctuation coefficient of drag coefficient $$\sigma = 0.05$$ , safety limit of subsea wellhead displacement $$S_{\mathrm{wm}} = 0.37\,\hbox {m}$$ , and safety limit of subsea wellhead deflection angle $$\theta _{\mathrm{wm}} = 3.1{^{\circ }}$$ , there was 24% probability of occurrence of wellhead instability for the target well. Meanwhile, the platform drift $$S_{\mathrm{w}}$$ should be < 43 m, and the maximum marine current velocity $$u_{\mathrm{w}}$$ should be < 1.188 m s $$^{-1}$$ .

A new approach using lattice Boltzmann method to simulate fluid structure interaction

A numerical approach based on the Lattice Boltzmann method (LBM) and volume penalization technique is proposed to tackle the problem of the interaction of a moving rigid cylinder with an incompressible fluid flow. The present methodology was applied to an oscillating rigid cylinder in a fluid flow. Two cases were considered: flow around a cylinder undergoing forced harmonic oscillations, and flow around a cylinder in free oscillations due to the fluid forces at Reynolds number 20. Our results were validated and compared with those obtained from Code_Saturne. To compare the results of the LBM and Code_Saturne, and to ensure that the resolution of the structure would be the same in both simulations, we used the Shiels et al. [12] structure adimensionalisation. The simulations of LBM were implemented for two level refined grid around the cylinder, where the grid refinement technique proposed by Lagrava et al. [11] based on multi-domain approach was chosen. The flow characteristics, the oscillation frequency, the lift and drag coefficients values associated were investigated. A good agreement was found between the compared results.

INVESTIGASI NUMERIK VIV (VORTEX INDUCED VIBRATION) PADA DIAMETER KABEL HYDROPHONE 0.04 M SISTEM AKUSTIK BAWAH AIR

The 2D numerical simulation of an underwater acoustic system undergoing VIV (Vortex Induced Vibration) which is in position parallel to 5 m distance with variation of hydrophone cable position. The diameter of the hydrophone cable in use is 0.04 m, with Reynold numbers (Re) variations of 13000, 15000, 17000, 19000, 21000, 23000, 25000, 27000 and 30000. Position variations are used to determine the flow pattern characteristics that occur behind the cylinder as well the maximum value of drag coefficient (CD) and lift coefficient (CL). The simulation results show that the characteristic flow pattern around a cylinder at each Re value indicates the release of the vortex behind the cylinder with different drag and lift coefficient values.&#x0D; Keywords: Vortex Shedding, Hydrophone, Acoustic System

Explosive lower limb extension mechanics: An on-land vs. in-water exploratory comparison

During a horizontal underwater push-off, performance is strongly limited by the presence of water, inducing resistances due to its dense and viscous nature. At the same time, aquatic environments offer a support to the swimmer with the hydrostatic buoyancy counteracting the effects of gravity. Squat jump is a vertical terrestrial push-off with a maximal lower limb extension limited by the gravity force, which attracts the body to the ground. Following this observation, we characterized the effects of environment (water vs. air) on the mechanical characteristics of the leg push-off. Underwater horizontal wall push-off and vertical on-land squat jumps of two local swimmers were evaluated with force plates, synchronized with a lateral camera. To better understand the resistances of the aquatic movement, a quasi-steady Computational Fluid Dynamics (CFD) analysis was performed. The force-, velocity- and power-time curves presented similarities in both environments corresponding to a proximo-distal joints organization. In water, swimmers developed a three-step explosive rise of force, which the first one mainly related to the initiation of body movement. Drag increase, which was observed from the beginning to the end of the push-off, related to the continuous increase of body velocity with high values of drag coefficient (CD) and frontal areas before take-off. Specifically, with velocity, frontal area was the main drag component to explain inter-individual differences, suggesting that the streamlined position of the lower limbs is decisive to perform an efficient push-off. This study motivates future CFD simulations under more ecological, unsteady conditions.

PRESSURE GRADIENT PREDICTION FOR DIFFERENT FLOW PATTERNS OF HEAVY OIL AND NATURAL GAS IN A HORIZONTAL PIPE USING CFD TECHNIQUES AND EMPIRICAL CORRELATIONS

Two-phase flows are of fundamental importance in the petroleum industry, considering that most petroleum reservoirs produce oil and gas simultaneously. Because system pressure gradient is a result of the frictional effects between fluids and pipe wall, and the interfacial effects between the fluids themselves, the precise determination of this parameter is complex. Many authors have sought to predict pressure gradient by using computational fluid dynamic techniques and empirical correlations. The present work aims to compare heavy oil and natural gas mixture pressure gradients in a horizontal pipe for different flow patterns using the application ANSYS CFX 13.0, Lockhart and Martinelli, and Beggs and Brill correlations. The analysis investigated the results for bubbly, plug, and stratified flows. The results showed that Beggs and Brill over predicted pressure gradient values. It was also observed a good agreement between numerical and Lockhart and Martinelli correlation for bubbly and plug flows, with root-mean-square deviations (RMSD) of 5.78 and 19.55 percent, respectively. As for the stratified flow cases, the numerical results presented a poor agreement, with a RMSD greater than 90 percent. The high percent deviation for this flow regime is due to the increase in the gas input content. To compute the high gas velocity effects and, hence, improve the agreement, we suggest the use of turbulence and free surface models as well as different values of drag coefficient in the numerical setup.

Numerical Investigation of Aerodynamic Braking for a Ground Vehicle

The purpose of this article is to observe the effect of an air brake on the aerodynamics of a ground vehicle and also to study the influence of change in the parameters like the velocity of the vehicle, the angle of inclination, height, and position of the air brake on the aerodynamics of the vehicle body. The test subject used is an Ahmed body which is a generic 3D car body as it retains all the aerodynamic characteristics of a ground vehicle. Numerical investigation has been carried out by RNG k-e turbulence model. Results are presented in terms of streamlines and drag coefficient to understand the influence of pertinent parameters on flow physics. It is found that with the use of an air brake, though the drag coefficient remains more or less constant with velocity, it increases with the increase in height and angle of inclination of the air brake. But the effect of position of air brake on the coefficient of drag is surprising since for certain heights of the air brake the drag coefficient is maximum at the foremost point and as the air brake moves towards the rear it is first observed to decrease and then increase. It is also observed that with the increase in height of the air brake the drag coefficient monotonically decreases as the position of the air brake is moved towards the rear. Taguchi method has been employed with L16 orthogonal array to obtain the optimal configuration for the air brake. For each of the selected parameters, four different levels have been chosen to obtain the maximum drag coefficient value. The study could provide an invaluable database for the optimal design of an airbrake for a ground vehicle.

A full-scale 3D Vs 2.5D Vs 2D analysis of flow pattern and forces for an industrial-scale 5MW NREL reference wind-turbine.

NREL 5MW reference turbine, which is a popular, realistic and standardized industrial scale offshore turbine model, is used in this work for understanding the associated flow-complexities and for testing models. For such full-scale wind-turbine, the wish list is towards a accurate real-time prediction for better control and monitoring. Here, models like 2D based strip-theory [1] can help, but the extent of its applicability can be understood through a comparative performance of 2D Vs 2.5D Vs 3D CFD models. A stand-still blade condition is chosen for this study which can arise in a wind-farm when both yaw and pitch regulations are off-line. Further, even this simple stand-still condition is expected to have complex 3D effects due to blade geometry and due to the non-optimized conditions (blades twist being optimized for rotation). For such cases, the current work compares flow-profiles and forces computed by a 3D, 2.5D and 2D CFD models along the different sections of the NREL 5 MW turbine. The 2D CFD results are compared with experimentally measured drag and lift coefficient values as reported in DOWEC report [2]. The results from this study indicates that the flow close to the hub is dominated by complex 3D structures and unsteadiness while the three dimensionality and unsteadiness diminish as one moves away from the hub and towards the tip so much so that 2D simulations are sufficient for a faithful representation of the flow behavior. However, closer to the hub 2D simulations can not be utilized without adequate corrections. The work has implications for the 2D based approaches like strip-theory.

Experimental and numerical study on thermal-hydraulic performance of wing-shaped-tubes-bundle equipped with winglet vortex generators

The present work evaluates, experimentally and numerically, by the aid of commercial code FLUENT 6.3.26, the effects of relative locations (∆X or ∆Y), heights (hw), and span-angle (θ) of winglet-vortex-generators (WVGs) on thermal-hydraulic performance enhancement for down-stream and/or up-stream wing-shaped-tubes bundle heat exchangers for air Re ranging from 1.85 × 103 to 9.7 × 103 while water Re = 5 × 102. hw is set as 5 mm, 7.5 mm and 10 mm. For tube down-stream, θ is set as 0° (Base-line-case) and from 5° to 45° clockwise common-flow up (CFUp) and counterclockwise common-flow down (CFDn) while for tube up-stream it is set as −5°, −10° and −15° CFUp. Results show that the increase of θ counterclockwise-(CFDn) or clockwise-(CFUp) leads to increase the values of Nu number. Using WVGs with (+5 ° ≤ θ ≤ +45°) results in increasing Nu number by about from 34 to 48% comparing with that of base-line-case. The lowest values of drag coefficient (f) for tube down-stream are obtained at +5° CFDn and −15° CFUp with respect to the base-line case. For tube up-stream, Nu number increases by increasing θ from 0° to −5° and the values of Nu number for θ varying from −5° to −15° have no significant changes. (f) increases with hw and has negligible effect on ha. Furthermore, optimization analyses of θ and longitudinal fin (LF) are utilized, in four cases, for finding the optimum combination and maximum efficiency. The highest values of heat transfer parameters such as effectiveness (e), area goodness factor (G) and efficiency index (η) and the lowest values of fluid-flow parameters like (f) and hence the best efficiency, are achieved for −15° CFUp down-stream, (“case 3” of −15° CFUp down-stream and 6 mm LF height) and +5° CFDn down-stream. Correlations of Nu number, (f) and (e) as a function of θ and Re for the studied cases are performed.

Experimental Investigation on Aerodynamic Behavior of a Long Span Cable-stayed Bridge Under Construction

Su-tong Bridge is a cable-stayed bridge with a main span of 1088 m whose stiffness is small and it is sensitive to wind action. The length of the bridge girder at maximum single cantilever stage can reach up to 540 m, much attention should be paid in the aerodynamic performances of the under construction bridge. Based on wind tunnel tests, the aerodynamic characteristics of the girder, free standing pylon are considered. Also, field measurements of the pressure distribution on girder surface are presented. The experimental results show that only torsional vibration is found in the smooth flow at wind attack angle of 3°. Considering the influence of turbulence, the vortex-induced vibration of the girder is disappeared. The pressure coefficient values on the upper surface obtained from the wind tunnel tests are relatively larger than that obtained from field measurement. The drag coefficients values obtained from the wind tunnel tests are about 20% larger than that from field measurement. The crane can reduce the amplitude values of the free standing pylon at an incident angle of 0°, corresponding to along bridge axis. The turbulent flow can also reduce the amplitude values of vortex-induced vibration.

Effects of shear-thinning nature and opposing buoyancy from a square geometry in a confined framework

ABSTRACTNumerical computations were brought up to study the effect of opposing buoyancy mixed convection (Ri = 0 to − 1) flow of power law shear-thinning fluids past a confined cooled square bluff body at Prandtl numbers (Pr) = 1, 50 and Reynolds numbers (Re) = 1–40. Irrespective of the n, Ri, Pr, and Re, the flow separation is delayed with increasing confinement (β). The vortex shedding and flow separation start earlier for shear-thinning fluids than Newtonian fluid. For opposing buoyancy (Ri < 0), the vortex shedding starts earlier on increasing Pr (except for n = 0.2, Ri = −1). Also, the periodic unsteady transition appears at some higher value of Re on increasing Ri for fixed Pr. The drag coefficient (CD) value reduces with the decrease in n, whereas the maximum CD is noted for Newtonian fluids. The maximum augmentation in the heat transfer was reached about 9 and 36% on comparing with Newtonian fluids and forced convection case, respectively, and also the corresponding maximum compression in heat transfer was found about 15 and 5%, respectively. The numerical results have also been correlated for CD and the Colburn jh factor values for various Re, Pr, Ri, and n. In surplus, the effects of wall confinement ranging from β = 25 to 50% on flow separation and engineering output parameters were studied in a steady regime.

Mixed convective heat transfer from a permeable square cylinder: A lattice Boltzmann analysis

The flow and mixed convection heat transfer from a two-dimensional porous square cylinder under the influence of aiding buoyancy in an infinite stream are analysed employing a mesoscopic approach. Reynolds number (Re) and Darcy number (Da) considered in this study vary from 2 to 40 and 10-6 to 10-2, respectively. The flow and heat transfer characteristics at the Prandtl number value of 0.71 (air) is compared for three different values of Richardson number (Ri) i.e. 0, 0.5 and 1. The numerical experiments in this study are carried out by using Lattice Boltzmann technique with two distribution functions. The BGK collision operator with Darcy-Forchheimer and Boussinesq force terms are added to the LB collision equation. Mach number annealing process is also carried out to accelerate the simulations. Flow and heat transfer characteristics are found to be a function of non-dimensional permeability (Da), buoyancy condition and Reynolds number. It is observed that a monotonous reduction occurs in the wake length and drag coefficient values at higher permeability levels. Whereas, aiding buoyancy depicts a pronounced reduction in wake length and an increment in drag coefficient values. The heat transfer enhancement ratio for all surfaces of the cylinder and mean Nusselt number were calculated to compare the thermal behaviour at various Ri and Da values. A significant augmentation in heat dissipation is reported for increasing values of Ri and/or Da. The percentage increment in mean Nusselt number at Re=40, Da=10-2 is found to be 18% and 34% for Ri=0.5 and 1, respectively with reference to the forced convection case. Also, heat transfer is maximum at Da=10-2 and Ri=1 for the flow regime considered in this study. Correlations for mean Nusselt number, valid for the range of parameters considered in the present study, are also provided. The key results obtained from this study can be helpful for further research in different realms of engineering sciences, especially thermal engineering, aided by porous media modeling approach.

Computational Fluid Dynamics (CFD) Study on a Hybrid Airship Design

The aerodynamic lift and drag performance is one of the important considerations for hybrid airship configuration design. In conjunction with this, simulation study of aerodynamic characteristics can certainly benefit the process of deriving the best possible configuration for hybrid airship design. The aim of this study is to investigate the trend of aerodynamic lift and drag performance for an airship design in different velocities, altitudes and design fineness ratio using the Star CCM+ analysis tool. The airship model applied in this case study is an approximate model of the Atlant-100 airship. It is found that the airship model with low design fineness ratio typically generates much better aerodynamic lifting force in comparison to those with high design fineness ratio. On the other hand, while the range of estimated drag coefficient values is found to be rather insignificantly different, the presence of effects from the design fineness ratio is still evident. Generally, high design fineness ratio for the airship model seems to produce much lower drag force.

In‐flight dynamics of volcanic ballistic projectiles

AbstractCentimeter to meter‐sized volcanic ballistic projectiles from explosive eruptions jeopardize people and properties kilometers from the volcano, but they also provide information about the past eruptions. Traditionally, projectile trajectory is modeled using simplified ballistic theory, accounting for gravity and drag forces only and assuming simply shaped projectiles free moving through air. Recently, collisions between projectiles and interactions with plumes are starting to be considered. Besides theory, experimental studies and field mapping have so far dominated volcanic projectile research, with only limited observations. High‐speed, high‐definition imaging now offers a new spatial and temporal scale of observation that we use to illuminate projectile dynamics. In‐flight collisions commonly affect the size, shape, trajectory, and rotation of projectiles according to both projectile nature (ductile bomb versus brittle block) and the location and timing of collisions. These, in turn, are controlled by ejection pulses occurring at the vent. In‐flight tearing and fragmentation characterize large bombs, which often break on landing, both factors concurring to decrease the average grain size of the resulting deposits. Complex rotation and spinning are ubiquitous features of projectiles, and the related Magnus effect may deviate projectile trajectory by tens of degrees. A new relationship is derived, linking projectile velocity and size with the size of the resulting impact crater. Finally, apparent drag coefficient values, obtained for selected projectiles, mostly range from 1 to 7, higher than expected, reflecting complex projectile dynamics. These new perspectives will impact projectile hazard mitigation and the interpretation of projectile deposits from past eruptions, both on Earth and on other planets.

Numerical investigation of effects of uniform magnetic field on heat transfer around a sphere

In this article, ferrohydrodynamic forced-convection heat transfer from a heated sphere embedded in a ferrofluid in the presence of the uniform external magnetic field has been studied numerically for the first time over a wide range of Reynolds number value, nanoparticle diameter, particle volume fraction, and magnetic field intensity. Despite the uniform external magnetic field applied, the internal magnetic field near the sphere could be nonuniform due to the considerable difference between the relative magnetic permeability of the sphere and the surrounding medium. Kelvin body force arises from this nonuniformity and induces vortexes near the sphere. These vortexes disturb the boundary layer, decrease the heat-transfer resistance, and enhance the heat-transfer rate. Variations of the local Nusselt number value were investigated to examine the effects of aforementioned parameters. The obtained simulation results indicate that the average Nu value strongly depends on the magnetic field intensity. Furthermore, the simulation results obtained for drag coefficient and Nu values were validated against those reported in the literature in the absence of magnetic field. The obtained simulation results were successfully correlated with Reynolds and Prandtl numbers.