京都大学 / 0048 / 新制・課程博士 / 博士(理学) / 甲第18069号 / 理博第3947号 / 新制||理||1569(附属図書館) / 30927 / 京都大学大学院理学研究科物理学・宇宙物理学専攻 / (主査)教授 佐々木 節, 教授 田中 貴浩, 教授 畑 浩之 / 学位規則第4条第1項該当 / Doctor of Science / Kyoto University / DGAM

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Standard eddy-viscosity models lack curvature and system rotation sensitized terms in their formulation. Hence they fail to capture the effects of curvature and system rotation on turbulence anisotropy. As part of this effort, an algebraic expression for a characteristic rotation term is developed and tuned with the help of rotating homogeneous shear flow. This formulation is primarily based upon the rotation and curvature sensitized eddy-viscosity coefficient developed by York et al. (2009). A new scalar transport equation loosely based on Durbin’s wall normal turbulent velocity scale (Durbin, 1991) is introduced to account for the modification in turbulence structure due to system rotation and curvature effects. The added transport equation also introduces history effects and stability in the solution with small increase in computational cost. The eddy-viscosity is redefined based on new turbulent velocity scale and hence the effects of rotation and streamline curvature are introduced into the mean momentum equation. A number of canonical test cases with significant curvature and rotation effects along with a cyclone flow, a representative of complex industrial flows, are considered for model validation. Hybrid modeling framework combines the strength of RANS in boundary layers and LES in separated shear layers to alleviate the weaknesses of RANS and limitations of LES model in some complex flows. A recently proposed hybrid RANS-LES modeling framework uses a weighing parameter that dynamically determines the RANS and LES regions based on solution statistics. The hybrid modeling methodology is implemented on a normal jet in crossflow, and a film cooling case for the purpose of model validation and evaluation. The final goal of the proposed effort is to combine advanced RANS modeling capability with LES using the new hybrid modeling framework. Specifically, the curvature and rotation sensitive RANS model developed here is coupled with commonly used LES models to produce a novel model for complex turbulent flows with the potential to improve accuracy of CFD predictions (versus existing RANS models) as well as significantly reduce the computational expense (versus existing LES models). Performance of the model form hence developed is evaluated on a cyclone flow case.

Modeling of complex flows involving the combined effects of flow transition and streamline curvature using two advanced turbulence models, one in the Reynolds-averaged Navier-Stokes (RANS) category and the other in the hybrid RANS-Large eddy simulation (LES) category is considered in this research effort. In the first part of the research, a new scalar eddy-viscosity model (EVM) is proposed, designed to exhibit physically correct responses to flow transition, streamline curvature, and system rotation effects. The four equation model developed herein is a curvature-sensitized version of a commercially available three-equation transition-sensitive model. The physical effects of rotation and curvature (RC) enter the model through the added transport equation, analogous to a transverse turbulent velocity scale. The eddy-viscosity has been redefined such that the proposed model is constrained to reduce to the original transition-sensitive model definition in nonrotating flows or in regions with negligible RC effects. In the second part of the research, the developed four-equation model is combined with a LES technique using a new hybrid modeling framework, dynamic hybrid RANS-LES. The new framework is highly generalized, allowing coupling of any desired LES model with any given RANS model and addresses several deficiencies inherent in most current hybrid models. In the present research effort, the DHRL model comprises of the proposed four-equation model for RANS component and the MILES scheme for LES component. Both the models were implemented into a commercial computational fluid dynamics (CFD) solver and tested on a number of engineering and generic flow problems. Results from both the RANS and hybrid models show successful resolution of the combined effects of transition and curvature with reasonable engineering accuracy, and for only a small increase in computational cost. In addition, results from the hybrid model indicate significant levels of turbulent fluctuations in the flowfield, improved accuracy compared to RANS models predictions, and are obtained at a significant reduction of computational cost compared to full LES models. The results suggest that the advanced turbulence modeling techniques presented in this research effort have potential as practical tools for solving low/high Re flows over blunt/curved bodies for the prediction of transition and RC effects.

[pt] O objetivo deste trabalho é o de estudar propriedades geométricas de curvas poligonais genéricas. Inicialmente abordamos resultados clássicos para curvas quanto à sua curvatura total no caso discreto e discutimos aqueles pertinentes a nós poligonais. Também é feito o estudo do Grafo de Maxwel para poligonais. No caso, temos uma interessante relação entre a natureza do grafo quanto ao seu número de componentes e à condição de a poligonal ser ou não convexa. / [en] The aim of this work is to study geometrical properties of generic polygonal lines. We begin with some classical results for curves with respect to total curvature, in the discrete case, and discuss results related to polygonal knots. Maxwell graphs are also considered for polygonal lines: We study the relation between the number of components of the graph and the convexity of the polygonal line.

As competition grows among manufacturing companies, greater emphasis has recently been placed on product aesthetics and decreasing the product development time. This is promoting and standardizing widespread use of sculptured surface styling within product design. Therefore, industries are looking for high efficiency machining strategies for sculptured surface machining (SSM). Many researchers have produced various methods in tool path generation for SSM. Five-axis curvature matched machining (CM2) is the most efficient. With the widespread use of 5-axis mill in industries, CM2 is a better solution for improving the machining efficiency for product concept models. CM2 has very good performance for global machining of single patch surface or a quilt of simple sculptured surface patches. But when CM2 is used to generate tool paths for global machining of a large region of complex sculptured surface such as the top or side skins of a vehicle, there will be some limitations, that is, the performance will be influenced greatly in some steep areas where the lead angle of the tool becomes larger to match the curvature or avoid gouging. Larger lead angles mean smaller effective curvatures at the leading edge of the tool bottom where it contacts the part surfaces. Therefore, the density of CM2 tool path is very high in these steep regions. By setting a smaller upper limit for the lead angle, the density of tool path will not be very high in the steep regions, but there will be some uncut materials. This thesis focuses on how to determine the uncut or rework areas of the previous CM2 and how to define the boundary of these regions. Strategies for generating more efficiency CM2 tool paths are also discussed. These methods will be tested by applying finish global machining to a one-fourth scale Ford GT model.

[pt] Nesta teses, nós estudamos H-superfícies, isto é, superfícies tendo curvatura media constante, imersas em variedades homogêneas simplesmente conexas de dimensão 3. Nós focamos nossa atenção no estudo de existência de H multigráficos. Também estudamos a H-superfícies invariantes por um grupo a um parâmetro de isometrias que estão imersas no espaço PSL(2) (R, T). / [en] In this thesis we study H-surfaces, that is, surfaces having constant mean curvature, immersed in homogeneous simply connected 3-manifold. We focus our attention in the study of existence of H multigraphs. We also study the H-surfaces invariant by one-parameter group of isometries which are immersed in the space]PSL2(R, T).

This study investigates the factors that affect the lifetime and popping location of surface bubbles. The experiment was conducted using three different liquids (water, Sodium Dodecyl Sulfate, and Decane) with varying bubble sizes, using three different needle sizes. Each setup was tested 50 times. For pure water bubbles, the foot of the bubble is the most critical location because it typically has the highest temperature gradient, which creates a localized Marangoni flow that thins the film and eventually leads to the bubble bursting at the foot. When SDS was added to water, the bubble lifetime increased significantly. This is because the Marangoni stresses were reduced, and the bubble film thinned mainly due to curvature-driven drainage flow. The lifetime of the SDS bubble had a positive correlation with increasing bubble size. For Decane bubbles, the volatility of the liquid plays a significant role in the lifetime and popping location of the bubble. When the Decane was heated to 40°C, the lifetime of the bubbles increased significantly from 0-20 seconds to 8-12 minutes. This is because the high volatility of the Decane caused rapid evaporation of the bubble cap at the interface, which cooled the surface of the liquid. This temperature difference creates a difference in surface tension, which causes the liquid to flow from the bulk liquid into the apex of the bubble, thickening the cap film until it cools down. Then, it pops from the top due to the curvature-driven drainage.

With the pursuit of more advanced and environmentally-friendly technologies of today’s society, the airline industry has been pushed further to investigate solutions that will reduce airport noise and congestion, cut down on emissions, and improve the overall performance of aircraft. These items directly influence airport size (runway length), flight patterns in the community surrounding the airport, cruise speed, and many other aircraft design considerations which are setting the requirements for next generation aircraft. Leading the research in this movement is NASA, which has set specific goals for the next generation regional airliners and has categorized the designs that meet the criteria as Cruise Efficient Short Takeoff and Land (CESTOL) aircraft. With circulation control (CC) technology addressing most of the next generation requirements listed above, it has recently been gaining more interest, thus the basis of this research. CC is an active flow control method that uses a thin sheet of high momentum jet flow ejected over a curved trailing edge surface and in turn utilizes Coanda effect to increase the airfoil’s circulation, augmenting lift, drag, and pitching moment. The technology has been around for more than 75 years, but is now gaining more momentum for further development due to its significant payoffs in both performance and system complexity. The goal of this research was to explore the design of the CC flap shape and how it influences the local flow field of the system, in attempt to improve the performance of existing CC flap configurations and provide insight into the aerodynamic characteristics of the geometric parameters that make up the CC flap. Multiple dual radius flaps and alternative flap geometry, prescribed radius, flaps were developed by varying specific flap parameters from a baseline dual radius flap configuration that had been previously developed and researched. The aerodynamics of the various flap geometries were analyzed at three different flight conditions using two-dimensional CFD. The flight conditions examined include two low airspeed cases with blown flaps at 60° and 90° of deflection, and a transonic cruise case with no blowing and 0° of flap deflection. Results showed that the shorter flaps of both flap configurations augmented greater lift for the low airspeed cases, with the dual radius flaps producing more lift than the corresponding length prescribed radius. The large lift generation of these flaps was accompanied by significant drag and negative pitching moments. The incremental lift per drag and moment produced was best achieved by the longer flap lengths, with the prescribed radius flaps out-performing each corresponding dual radius. Longer flap configurations also upheld the better cruise performance with the least amount of low airspeed flow, drag, and required angle of attack for a given cruise lift coefficient. The prescribed radius flaps also presented a favorable trait of keeping a more continuous skin friction distribution over the flap when the flaps were deflected, where all dual radius configurations experienced a distinct fluctuation at the location where the surface curvature changes between its two radii. The prescribed radius flaps displayed a similar behavior when the flaps were not deflected, during the cruise conditions analyzed. Performance trends for the different flap configurations, at all three flight conditions, are presented at the end of each respective section to provide guidance into the design of CC geometry. The results of the presented research show promise in modifying geometric surface parameters to yield improved aerodynamics and performance.

yes / The main purpose of this paper is to assess moment redistribution in continuous concrete beams reinforced with fibre reinforced polymer (FRP) bars. A numerical technique based on equilibrium of forces and full compatibility of strains has been developed to evaluate the moment–curvature relationships and moment capacities of FRP and steel reinforced concrete sections. Moment redistribution has then been assessed by comparing elastic and experimental moments at failure, and moment capacity at critical sections of continuous FRP reinforced concrete beams reported on the literature. The curvature of under reinforced FRP sections was large at FRP rupture but failure was sudden, that would not allow any moment redistribution. On the other hand, FRP over reinforced sections experienced higher curvature at failure than steel over reinforced sections owing to the lower FRP modulus of elasticity. Although the experimental and elastic bending moment distributions at failure are significantly different for many beams tested elsewhere, in particular CFRP reinforced concrete beams, the experimental bending moment over the middle support at failure was far lower than the corresponding moment capacity owing to the de-bonding of FRP bars from concrete in the middle support region. Furthermore, the hogging moment redistribution over the middle support is always larger than that at mid-span by around 66%. It was also shown that the load capacity prediction of continuous FRP reinforced concrete beams using the de-bonding moment at the middle support section was the closest to the experimental failure load.