Thesis (M. App. Sc.)--Carleton University, 2002. / Includes bibliographical references (p. 144-148). Also available in electronic format on the Internet.

Thesis (M.App.Sc.) - Carleton University, 2006. / Includes bibliographical references (p. 163-172). Also available in electronic format on the Internet.

Thesis (Ph. D.)--University of Wisconsin--Madison, 1971. / Typescript. Vita. eContent provider-neutral record in process. Description based on print version record. Includes bibliographical references (p. 91-93).

Thesis (Ph.D)--Chemical Engineering, Georgia Institute of Technology, 2009. / Committee Chair: Boyan, Barbara; Committee Chair: Wick, Timothy; Committee Member: Brockbank, Kelvin; Committee Member: Nenes, Athanasios; Committee Member: Sambanis, Athanassios. Part of the SMARTech Electronic Thesis and Dissertation Collection.

Thesis (MTech (Mechanical Engineering))--Cape Peninsula University of Technology, 2017. / A framework for optimising a tactical solid rocket motor nozzle is established and investigated within the ANSYS Workbench environment. Simulated results are validated against thrust measurements from the static bench firing of a full-scale rocket. Grid independence is checked and achieved using inflation based meshing. A rocket nozzle contour is parametrized using multiple control points along a spline contour. The design of experiments table is populated by a central composite design method and the resulting response surfaces are used to find a thrust optimised rocket nozzle geometry. CFD results are based on Favre-mass averaged Navier-Stokes equations with turbulence closure implemented with the Menter SST model. Two optimisation algorithms (Shifted Hammersley Sampling and Nonlinear Programming by Quadratic Lagrangian) are used to establish viable candidates for maximum thrust. Comparisons are made with a circular arc, Rao parabolic approximation and conical nozzle geometries including the CFD simulation there-off. The effect of nozzle length on thrust is simulated and optimised within the framework. Results generally show increased thrust as well as demonstrating the framework's potential for further investigations into nozzle geometry optimisation and off-design point characterisation.

D.Ing. (Mechanical Engineering) / Most coal fired power stations in South Africa are equipped with Electrostatic Precipitators (ESP's). With the ongoing reduction of allowable emissions, as negotiated with the Chief Air . Pollution Control Officer (CAPCO) of the Department of Environmental Affairs and Tourism (DEAT), ways to reduce emissions are sought. In the case of emission levels exceeding the values set by the controlling authority load losses are required for compliance. This however has the effect of plant operating inefficiently and a loss of revenue will result. Specifically in times of growing demand, when more and more of the currently installed generation capacity is required to satisfy the demand, forced load reductions are not desirable. Performance enhancement of ESP's can be achieved by means of system optimisation. Research was initiated to achieve the capability of modelling important dynamic aspects of ESP performance using Computational Fluid Dynamics (CFD). This modelling capability would create the opportunity to investigate the different influencing factors which govern the dust collection efficiency. In the past ESP flow has been modelled by means of mathematical modelling with various degrees of success world-wide. It was found that the accuracy of flow modelling as presently carried outby researchers world wide, is not sufficient to represent the complex inlet flow. Commercially available performance simulation software is based on empirical modelling principles and do not include the complexity of flow fields and re-entrainment and thus results have been limited in accuracy. Computational fluid dynamics software is commercially available and widely used to simulate industrial flow for plant design and optimisation. This technology has been applied with increasing confidence and success in the past. However, often the physical phenomena relevant for the performance simulation of the plant is not integrated into the code and specialised user routines are created to achieve a valid performance model. This research study introduces a unique integrated simulation methodology based on a commercial CFD code. The work focuses on the accurate modelling of fluid flow and collection dynamics in an ESP. User subroutines have been created to simulate particle charging, collection and re-entrainment. The results of the simulations are compared to measurement at actual plant.

The concept of moving surface boundary-layer control, as applied to the Joukowsky and NACA airfoils, is investigated through a planned experimental program complemented by theoretical and flow visualization studies. The moving surface was provided by one or two rotating cylinders located at the leading edge, the trailing edge, or the top surface of the airfoil. Three carefully designed two-dimensional models, which provided a wide range of single and twin cylinder configurations, were tested at a subcritical Reynolds number (Re = 4.62 x 10⁴ or Re — 2.31 x 10⁵) in a laminar-flow tunnel over a range of angles of attack and cylinder rotational speeds. The test results suggest that the concept is indeed quite promising and can provide a substantial increase in lift and a delay in stall. The leading-edge rotating cylinder effectively extends the lift curve without substantially affecting its slope. When used in conjunction with a second cylinder on the upper surface, further improvements in the maximum lift and stall angle are possible. The maximum coefficient of lift realized was around 2.22, approximately 2.6 times that of the base airfoil. The maximum delay in stall was to around 45°. In general, the performance improves with an increase in the ratio of cylinder surface speed (Uc) to the free stream speed (U). However, the additional benefit derived progressively diminishes with an increase in Uc/U and becomes virtually negligible for Uc/U > 5. There appears to be an optimum location for the leading-edge-cylinder. Tests with the cylinder at the upper side of the leading edge gave quite promising results. Although the CLmax obtained was a little lower than the two-cylinder configuration (1.95 against 2.22), it offers a major advantage in terms of mechanical simplicity. Performance of the leading-edge-cylinder also depends on its geometry. A scooped configuration appears to improve performance at lower values of Uc/U (Uc/U ≤ 1). However, at higher rates of rotation the free stream is insensitive to the cylinder geometry and there is no particular advantage in using the scooped geometry. A rotating trailing-edge-cylinder affects the airfoil characteristics in a fundamentally different manner. In contrast to the leading-edge-cylinder, it acts as a flap by shifting the CL vs. α plots to the left thus increasing the lift coefficient at smaller angles of attack before stall. For example, at α = 4°, it changed the lift coefficient from 0.35 to 1.5, an increase of 330%. Thus in conjunction with the leading-edge- cylinder, it can provide significant improvements in lift over the entire range of small to moderately high angles of incidence (α ≤ 18°). On the theoretical side, to start with, the simple conformal transformation approach is used to obtain a closed form potential-flow solution for the leading-edge-cylinder configuration. Though highly approximate, the solution does predict correct trends and can be used at a relatively small angle of attack. This is followed by an extensive numerical study of the problem using: • the surface singularity approach including wall confinement and separated flow effects; • a finite-difference boundary-layer scheme to account for viscous corrections; and • an iteration procedure to construct an equivalent airfoil, in accordance with the local displacement thickness of the boundary layer, and to arrive at an estimate for the pressure distribution. Effect of the cylinder is considered either through the concept of slip velocity or a pair of counter-rotating vortices located below the leading edge. This significantly improves the correlation. However, discrepancies between experimental and numerical results do remain. Although the numerical model generally predicts CLmax with a reasonable accuracy, the stall estimate is often off because of an error in the slope of the lift curve. This is partly attributed to the spanwise flow at the model during the wind tunnel tests due to gaps in the tunnel floor and ceiling required for the connections to the externally located model support and cylinder drive motor. However, the main reason is the complex character of the unsteady flow with separation and reattachment, resulting in a bubble, which the present numerical procedure does not model adequately. It is expected that better modelling of the cylinder rotation with the slip velocity depending on a dissipation function, rotation, and angle of attack should considerably improve the situation. Finally, a flow visualization study substantiates, rather spectacularly, effectiveness of the moving surface boundary-layer control and qualitatively confirms complex character of the flow as predicted by the experimental data. / Applied Science, Faculty of / Mechanical Engineering, Department of / Graduate

The difficulties regarding the control of high velocity flying vehicles in supersonic/hypersonic flight regime are still prevailing. Whether it is mixing enhancement,side force generation or aerodynamic steering, wall cooling or any otherfavourable method to control the flow, the resultant effects of different flow controltechniques on the associated flowfield demands careful experimental and numericalinvestigations. Traditional aerodynamic control surfaces are subjected tosevere flight conditions and loadings in different flight regimes resulting in impairedthe control effectiveness. Active flow control methods serve strong alternativeto achieve separation postponement, transition control, lift enhancement,mixing enhancement, drag reduction, turbulence modification and/or noise suppression,etc. This thesis deals with two main active flow control techniques;transverse jets at Mach 5 cross flow and energy deposition using arc discharge atMach 5 flow. The influence of roughness on the control effectiveness of transversejet interactions is also examined. The first objective of this thesis is to investigate experimentally the flowphysics of the sonic transverse jets at Mach 5 laminar cross flow both in timeaveraged and time resolved manner to provide reliable experimental data andbetter understanding at high Mach numbers. The parameters such as momentumflux ratio, incoming Reynolds number, type of the gas and the surface roughnessare studied. The size and structures of the upstream and downstream separationregions and jet penetration characteristics together with jet shear layer behaviourare examined. Moreover CFD simulations are conducted on a two dimensionalcase of Spaid and Zukoski and the numerical solver/procedure is validated. Thena three dimensional experimental case is simulated to provide greater understandingon the flow physics as well as to cross check measurements. As the main finding; jet interaction flow field can not be oversimplified andrepresented with only one parameter that is momentum flux ratio, J, as suggested by the literature; the incoming Reynolds number, type of injectant and roughnessare clearly affecting the interaction resulting in advantages or drawbacks for flowcontrol point of view. The second objective of this thesis is to investigate experimentally the dynamicsbetween the localised energy spot and the blunt body shock for dragreduction at Mach 5 flow. The localised energy spot is created firstly via steadyelectric arc struck between two electrodes using a small amount of energy andsecondly via pulsed laser focusing with a significant amount of energy. In caseof electric discharge, the effects of discharge are evaluated in comparison to nodischarge case with the electrodes. The unsteady wake/compression structuresare examined between the steadily deposited energy spot and the modified bowshock wave. And for the laser focussing unsteady interaction that is happeningin a short duration of time is investigated. The effect of the truncation, the distancebetween the electrodes and the model as well as the type and amount ofthe energy input on this phenomenon are examined. Moreover CFD simulationsare conducted on the baseline cases to cross check measurements together withtheoretical estimates. As the main finding; the effectiveness of the arc discharge is increasing withincreased truncation or the frontal area and when the arc to nose distance isthe shortest. However an important thing to note is that energy deposition atshorter distances might result higher stagnation point heating rates which aredetrimental. The test campaign clearly renders that the use of small amount ofonboard energy to create a local focused thermal spot in front of a vehicle is anefficient way of reducing drag.

The Fraser River plume is the brackish surface layer formed when the Fraser River discharges into the Strait of Georgia. Two approaches to understanding the dynamics of the plume are discussed. Initially, a series of field observations was carried out in the plume. These consisted mainly of CSTD profiles and current profiles in the upper 10-20 meters of the water column. Also, a surface current meter was installed for 34 days at the mouth of the Fraser River. The principal conclusions of the field observations are: the plume is strongly sheared in the vertical and strongly stratified; this vertical structure is most apparent in the vicinity of the river mouth, and around the time of maximum river discharge (near low water in the Strait); and that the water moving outward from the river mouth subsequently acquires velocities and salinities appropriate to the water beneath it with length and time scales for this change of order 50 km and 8 hours. The plume thickness varies between 0 and 10 meters; the salinity varies from 0 to that of the water beneath it (approx. 25 ‰); and the difference between the plume velocity and that of the water beneath it varies from up to 3.5 m/sec to 0 m/sec, and is typically of order 0.5 m/sec over much of the plume area. Inspired by the field data, a model of the thin upper layer was developed. The independent variables are the two components of transport in the upper layer, the thickness of the layer, and the integrated salinity in the upper layer. The bottom of the upper layer has been tentatively defined by an isopycnal surface. The mixing across this interface is modelled by an upward flux of salt water (entrainment), and a downward flux of brackish water (termed depletion in this work). The dynamical effects included in this model are: the local time derivative; the field accelerations; the buoyant spreading pressure gradient (including the effects of salinity on the density field); the entrainment of tidally moving water and the loss by the depletion mechanism of water with the plume momentum; the frictional stress between the plume and the water beneath it; the forcing due to the baroclinic tidal slopes; and the Coriolis force. Subsets of the full model equations are examined, to clarify certain aspects of the plume dynamics. Preliminary results from the numerical solution of the full model eguations are presented, and a comparison is made between the paths of lagrangian trackers produced by the model and drogue tracks observed in the plume. Future improvements to the model are discussed. / Science, Faculty of / Earth, Ocean and Atmospheric Sciences, Department of / Graduate

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