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When a solid, ductile particle impacts a substrate at sufficient velocity, the resulting heat, pressure, and plastic deformation can produce bonding at the interface. The use of a supersonic gas flow to accelerate such particles is known as Cold Spray deposition. The Cold Spray process has been commercialized for some metallic materials, but further research is required to unlock the exciting material properties possible with polymeric compounds. In this work, a combined computational and experimental study a) simulated and optimized the nozzle flow conditions necessary to produce bonding in a polyethylene particle, b) developed and fabricated an experimental device, and c) explored temperature-pressure space across a range of substrate materials, resolving a material dependent ‘window of deposition’ where successful coatings form. Insights into bonding mechanisms are discussed, and paths forward proposed.

As advanced nozzles may offer alternative solutions to conventional nozzles for the future class of reusable launch vehicles, a critical aspect is to tailor these novel technologies to current recovery strategies, more specifically to vertical landing sustained by retro-propulsion. Researchers at Technische Universität Dresden have developed a dedicated test-bench for the vacuum wind tunnel facility, where Advanced Nozzle Concepts (ANCs), such as aerospike and dual-bell nozzles, are tested in cold-gas configuration while invested by subsonic counter-flows. The main objective of the test campaign is to evaluate the performance and altitude–compensation characteristics of such ANCs by simulating a vertical landing manoeuvre through the variation of ambient pressure experienced during the landing burn. A detailed description of design and development of the test-bench, together with preliminary results from the commissioning activities, are here offered to the reader. The force measurements, together with pressure and temperature data, contribute to evaluate thrust levels and coefficients, as well as the monitoring of the interaction between the nozzle cold-flow and the opposing free-stream. A background-oriented schlieren system allows to visualise the external flow-field. In conclusion, an outline of the upcoming test campaign and a description of the expected results is offered.

Modern gas turbine designs' ever-increasing turbine inlet temperature raises challenges for the nozzle guide vane cooling. Two typical endwall cooling schemes, jump cooling and louver cooling, result in different interactions between the injected coolant and the mainstream, leading to different cooling effects. This study investigates these two cooling schemes on the endwall cooling experimentally and numerically. Wind tunnel tests and the CFD simulations are carried out with engine-representative conditions of an exit Mach number of 0.85, an exit Reynolds number of 1.5×10^6, and an inlet Turbulence intensity of 16%. The jump cooling scheme experiments investigate two blowing ratios, 2.5 and 3.5, two density ratios, 1.2 and 1.95, and three endwall profiles with different NGV-turbine alignments. Four coolant mass flow ratios from 1.0% to 4.0% are tested for the louver cooling. The results show that the cavity vortex, the horseshoe vortex, and the passage vortex are the main factors that prevent the upstream coolant from reaching the NGV passage. The jump cooling scheme generally provides high momentum to the cooling jets. As a result, the coolant at the design case density ratio of 1.95 and blowing ratio of 2.5 is sufficiently energized to penetrate the horseshoe vortex. It then forms a relatively uniform coolant film near the NGV passage inlet, leading to a minimum adiabatic cooling effectiveness of 0.4 throughout the passage. Reducing the coolant density or increasing the blowing ratio leads to higher coolant momentum, so the coolant jets can further suppress the horseshoe vortex. However, high momentum may cause coolant lift-off, mitigating the coolant reattachment. Therefore, the density ratio needs to be carefully balanced with the blowing ratio to optimize the cooling effect. This balance is also affected by the combustor-NGV misalignment, as a higher step height requires higher coolant momentum to overcome the step-induced vortices. On the contrary, the louver cooling scheme provides less momentum to the coolant. The results showed that only by exceeding a coolant mass flow rate of 1~2% can the coolant form a uniform film which provides good coverage upstream of the NGV passage inlet. As for the cooling of the NGV passage, the mass flow rate ratio of the range investigated is not sufficient for desirable cooling performance. The pressure side endwall proves most difficult for the coolant to reach. In addition, the fishmouth cavity at the combustor-NGV passage causes a three-dimensional cavity vortex that transports the coolant in the pitch-wise direction. Moreover, the coolant transport pattern is dependent on the coolant blow rate. Overall, the more-energized coolant film generated by the jump cooling tends to survive longer, but it is also more prone to lift-off. At the same time, the less-energized coolant film caused by the louver cooling is more susceptible to vortices and the discontinuity of the endwall geometry. However, it develops faster, especially in the lateral direction. The two schemes could be applied simultaneously for an ideal cooling system. The jump cooling can provide enough momentum for the coolant to persist in the NGV passage. Meanwhile, the louver cooling covers the upstream region before the jump cooling coolant reattaches to the endwall. / Doctor of Philosophy / Gas turbines, sometimes called combustion turbines, are widely used to generate power or propulsion for various applications. The three main components of a gas turbine are compressor, combustor, and turbine. Modern gas turbines run at a high turbine inlet temperature that exceeds the current metal limits to increase efficiency. However, this brings significant challenges to the cooling of the first stage of the turbine, the nozzle guide vane. In this research, two commonly used endwall cooling methods, jump cooling and louver cooling, are investigated under engine-representative conditions experimentally and numerically. In addition, flow physics is demonstrated to explain the endwall cooling performance, mainly the upstream boundary layer caused by the interaction between the mainstream and the coolant flow. The results show that the cavity vortex, the horseshoe vortex, and the passage vortex are the main factors that prevent the upstream coolant from reaching the NGV passage. The jump cooling scheme provides high momentum to the cooling jets. As a result, the coolant in the design case is sufficiently energized to penetrate the horseshoe vortex, providing a desirable cooling effect in the NGV passage. Reducing the density ratio or increasing the blowing ratio can help the coolant jets further suppress the horseshoe vortex but also causes more lift-off, which adversely affects the cooling performance. On the contrary, the louver cooling scheme provides less momentum to the coolant, forming a less energized coolant film. The lack of coolant causes the louver coolant film to provide good coverage immediately downstream of the louver scheme exit. However, due to unfavorable interaction with vortices and endwall discontinuity, the cooling effect decays quickly downstream. Overall, the more-energized coolant film generated by the jump cooling tends to survive longer, but it is also more prone to lift-off. At the same time, the less-energized coolant film caused by the louver cooling is more susceptible to vortices and the discontinuity of the endwall geometry. However, it develops faster, especially in the lateral direction. The two schemes could be applied simultaneously for an ideal cooling system to work mutually beneficially.

El proceso de atomización desde una vena o lámina líquida hasta multitud de gotas dispersas en un medio gaseoso ha sido un fenómeno de interés desde hace varias décadas, especialmente en el campo de los motores de combustión interna alternativos. Multitud de estudios experimentales han sido publicados al respecto, pues una buena mezcla de aire-combustible asegura una evaporación y combustión mucho más eficientes, aumentando la potencia del motor y reduciendo la cantidad de contaminantes emitidos. Con el auge de las técnicas computacionales, muchos modelos han sido desarrollados para estudiar este proceso de atomización y mezcla. Uno de los últimos modelos que han aparecido es el llamado ELSA (Eulerian-Lagrangian Spray Atomization), que utiliza un modelo Euleriano para la parte densa del chorro y cambia a un modelo Lagrangiano cuando la concentración de líquido es suficientemente pequeña, aprovechando de esta manera las ventajas de ambos. En el presente trabajo se ha desarrollado un modelo puramente Euleriano para estudiar la influencia de la geometría interna de la tobera de inyección en el proceso de atomización y mezcla. Se ha estudiado únicamente el proceso de inyección diésel. Este modelo permite resolver en un único dominio el flujo interno y el externo, evitando así las comunes simplificaciones y limitaciones de la interpolación entre ambos dominios resueltos por separado. Los resultados actuales son prometedores, el modelo predice con un error aceptable la penetración del chorro, el flujo másico y de cantidad de movimiento, los perfiles de velocidad y concentración, así como otros parámetros característicos del chorro. / Martí Gómez-Aldaraví, P. (2014). DEVELOPMENT OF A COMPUTATIONAL MODEL FOR A SIMULTANEOUS SIMULATION OF INTERNAL FLOW AND SPRAY BREAK-UP OF THE DIESEL INJECTION PROCESS [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/43719 / Premios Extraordinarios de tesis doctorales

[ES] En los últimos años, las emisiones de hollín provenientes de los motores de combustión interna han recibido más atención debido al impacto negativo que éstas tienen no solo en el ambiente, sino también en la salud del ser humano. Como respuesta, leyes cada vez más estrictas han sido aplicadas impulsando así a la comunidad científica al desarrollo de motores más eficientes en el uso del combustible y por supuesto más limpios en términos de emisiones contaminantes. En este contexto, el modelado computacional ha sido la herramienta utilizada en numerosos esfuerzos que buscan contribuir a mejorar el entendimiento que se tiene sobre los altamente complejos fenómenos que componen el proceso de producción de hollín. El principal objetivo de esta tesis es simular la producción de hollín en chorros Diesel en condiciones de operación típicas de un motor de combustión interna utilizando CFD. La consecución del objetivo de la tesis comprende una evaluación preliminar de la configuración de los distintos modelos para el caso de chorros inertes. En segundo lugar, el estudio detallado de la hipótesis utilizada para caracterizar la estructura de la llama a nivel sub-grid (tomando como base los conceptos well-mixed o flamelet) y del enfoque para tener en cuenta la interacción entre turbulencia y química. Por último, se presentan resultados del modelado de la combustión y producción de hollín para diferentes condiciones de contorno de reactividad y mezcla del chorro utilizando un modelo de hollín de dos ecuaciones. En resumen, el lector encontrará a lo largo de este documento un estudio exhaustivo sobre la combustión y producción de hollín en chorros inyectados con toberas mono-orificio en ambientes quiescentes. De este tipo de chorros, el Spray A y Spray D de la Engine Combustion Network son utilizados como casos de referencia. / [CA] En els últims anys, les emissions de sutge provinents dels motors de combustió interna han rebut més atenció a causa de l'impacte negatiu que aquestes tenen no sols en l'ambient, sinó també en la salut de l'ésser humà. Com a resposta, lleis cada vegada més estrictes han sigut aplicades impulsant així a la comunitat científica al desenvolupament de motors més eficients en l'ús del combustible i per descomptat més nets en termes d'emissions contaminants. En aquest context, el modelatge computacional ha sigut l'eina utilitzada en nombrosos esforços que busquen contribuir a millorar l'enteniment que es té sobre els altament complexos fenòmens que componen el procés de producció de sutge. El principal objectiu d'aquesta tesi és simular la producció de sutge en rolls dièsel en condicions d'operació típiques d'un motor de combustió interna utilitzant CFD. La consecució de l'objectiu de la tesi comprèn una avaluació preliminar de la configuració dels diferents models per al cas de rolls inerts. En segon lloc, l'estudi detallat de la hipòtesi utilitzada per a caracteritzar l'estructura de la flama a nivell sub-grid (prenent com a base els conceptes well-mixed o flamelet) i de l'enfocament per a tindre en compte la interacció entre turbulència i química. Finalment, es presenten resultats del modelatge de la combustió i producció de sutge per a diferents condicions de contorn de reactivitat i mescla del doll utilitzant un model de sutge de dues equacions. En resum, el lector trobarà al llarg d'aquest document un estudi exhaustiu sobre la combustió i producció de sutge en dolls injectats amb toveres mono-orifici en ambients immòbils. D'aquesta mena de dolls, l'Spray A i Spray D de la Engine Combustion Network són utilitzats com a casos de referència. / [EN] Over the past few years, soot emissions from internal combustion engines have gained attention due to its impact on the environment and human health. In response, ever-stricter legislation has been enforced driving the research community toward more fuel-efficient and cleaner engines. Within this context, soot modeling has been the subject of many efforts seeking to contribute to the understanding of the highly complex phenomena that composes the soot production process. This thesis main objective aims at simulating soot production in Diesel sprays under engine-like conditions using computational fluid dynamics (CFD). The fulfillment of the thesis main objective entails a preliminary assessment of the inert spray computational setup for validation purposes. Then, a detailed study on the sub-grid flame structure and handling of turbulence-chemistry interaction is reported focusing on well-mixed and flamelet assumptions. Lastly, the study of reactivity and mixing boundary condition variations on combustion and soot production are assessed with a two-equation soot model. In summary, throughout this document the reader will find a comprehensive study of combustion and soot modeling in single-hole nozzle sprays in quiescent environments from which the Spray A and Spray D target conditions from the Engine Combustion Network are the main reference cases. / The respondent wishes to acknowledge the financial support received through Programa de Ayudas de Investigación y Desarrollo (PAID-01-16) and Ayudas para movilidad dentro del Programa para la Formación de Personal investigador 2017 of Universitat Politècnica de València and the Government of Spain through the CHEST Project (TRA2017-89139-C2-1-R). The respondent also wants to express his gratitude to Convergent Science for their kind support in the use of CONVERGE software for performing the CFD simulations. Parts of the work presented in this thesis have been supported in a collaborative framework with research partners at Argonne National Laboratory and their support is greatly acknowledged. / Pachano Prieto, LM. (2020). CFD modeling of combustion and soot production in Diesel sprays [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/142189

Monitoring the non-metallic inclusions formed in steels is of the utmost importance. In fact, inclusions, depending on their type, can affect both the properties of the steel and its processing. Once the most problematic inclusions have been detected, solutions can be found and applied to counter the arising issues. One such solution is the addition of calcium during ladle treatment to modify the inclusions shapes and avoid the precipitation of problematic inclusions. The focus was put on the detection, analysis and calcium addition countermeasure of inclusions. No clear conclusion could be drawn as to the effects of calcium addition on the inclusions, due to the very high zirconium content of the inclusions. A high zirconium content has a significant impact on the thermodynamics governing inclusion formation and prevents reliable analysis of the results. After discussion with the company, it has been found that the zirconium is not present in the steel grade but instead originates from the samplers that were used. / Övervakning av icke-metalliska inneslutningar som bildas i stål är av yttersta vikt. Faktum är att inneslutningar, beroende på typ, kan påverka både stålets egenskaper och dess bearbetning. När de mest problematiska inneslutningarna har upptäckts kan lösningar hittas och tillämpas för att motverka de uppkomna problemen. En sådan lösning är att tillsätta kalcium under skänkbehandlingen för att ändra inneslutningarnas form och undvika utfällning av problematiska inneslutningar. Fokus låg på detektering, analys och kalciumtillsats som motåtgärd för inneslutningar. Ingen tydlig slutsats kunde dras om effekterna av kalciumtillsats på inneslutningarna, på grund av inneslutningarnas mycket höga zirkoniuminnehåll. En hög zirkoniumhalt har en betydande inverkan på den termodynamik som styr bildandet av inneslutningar och förhindrar en tillförlitlig analys av resultaten. Efter diskussion med företaget har det visat sig att zirkoniumet inte finns i stålsorten utan istället härrör från de provtagare som användes.

Convergent-Divergent (C-D) nozzles are used in rocket engines to produce thrust as a reaction to the acceleration of hot combustion chamber gases in the opposite direction. To maximize the engine performance at high altitudes, large area ratio, bell-shaped or contoured nozzles are used. At lower altitudes, the exit pressure of these nozzles is lower than the ambient pressure. During this over-expanded condition, the nozzle-internal flow adapts to the ambient pressure through an oblique shock. But the boundary layer inside the divergent portion of the nozzle is unable to withstand the pressure rise associated with the shock, and consequently flow separation is induced. Numerical simulation of separated flows in rocket nozzles is challenging because the existing turbulence models are unable to correctly predict shock-induced flow separation. The present thesis addresses this problem. Axisymmetric, steady-state, Reynolds-Averaged Navier-Stokes (RANS) simulations of a conical nozzle and three sub-scale contoured nozzles were carried out to numerically predict flow separation in over-expanded rocket nozzles at different nozzle pressure ratios (NPR). The conical nozzle is the JPL 45◦-15◦ and the contoured nozzles are the VAC-S1, the DLR-PAR and the VAC-S6-short. The commercial CFD code ANSYS FLUENT 13 was first validated for simulation of separated cold gas flows in the VAC-S1 nozzle. Some modeling issues in the numerical simulations of flow separation in rocket nozzles were determined. It is recognized that compressibility correction, nozzle-lip thickness and upstream-extension of the external domain are the sources of uncertainty, besides turbulence modeling. In high-speed turbulent flows, compressibility is known to affect dissipation rate of turbulence kinetic energy. As a consequence, a reduction in the spreading rate of supersonic mixing layers occurs. Whereas, the standard turbulence models are developed and calibrated for incompressible flows and hence, do not account for this effect. ANSYS FLUENT uses the compressibility correction proposed by Wilcox [1] which modifies the turbulence dissipation terms based on turbulent Mach number. This, as shown in this thesis, may not be appropriate to the prediction of flow separation in rocket nozzles. Simulation results of the standard SST model, with and without the compressibility correction, are compared with the experimental data at NPR=22 for the DLR-PAR nozzle. Compressibility correction is found to cause under-prediction of separation location and hence its use in the prediction of flow separation is not recommended. In the literature, computational domains for the simulation of DLR subscale nozzles have thick nozzle-lips whereas for the VAC subscale nozzles they have no nozzle-lip. Effect of nozzle-lip thickness on flow separation is studied in the DLR-PAR nozzle by varying its nozzle-lip thickness. It is found that nozzle-lip thickness significantly influences both separation location and post-separation pressure recovery by means of the recirculation bubbles formed at the nozzle-lip. Usually, experimental values of free stream turbulence are unknown. So conventionally, to minimize solution dependence on the boundary conditions specified for the ambient flow, the computational domain external to the nozzle is extended in the upstream direction. Its effect on flow separation is studied in the DLR-PAR nozzle through simulations conducted with and without this domain extension. No considerable effect on separation location and pressure recovery is found. The two eddy-viscosity based turbulence models, Spalart-Allmaras (SA) model and Shear Stress Transport (SST) model, are well known to predict separation location better than other eddy-viscosity models, but with moderate success. Their performances, in terms of predicting separation location and post-separation wall pressure distribution, were compared with each other and evaluated against experimental data for the conical and two contoured nozzles. It is found that they fail to predict the separation location correctly, exhibiting sensitivity to the range of NPRs and to the type of nozzle. Depending on NPR, the SST model either under-predicts or over-predicts Free Shock Separation (FSS). Moreover, it also fails to capture Restricted Shock Separation (RSS). With compressibility correction, it under-predicts separation at all NPRs to a greater extent. Even though RSS is captured by using compressibility correction, the transition from FSS to RSS is over-predicted [2]. Early efforts by few researchers to improve predictions of nozzle flow separation by realizability corrections to turbulence models have not been successful, especially in terms of capturing both the separation types. Therefore, causes of turbulence modeling failure in predicting nozzle flow separation correctly were further investigated. It is learnt that limiting of the shear stress inside boundary layer, due to Bradshaw’s assumption, and over-prediction of jet spreading rate are the causes of SST model’s failure in predicting nozzle flow separation correctly. Based on this physical reasoning, values of the a 1 parameter and the two diffusion coefficients σk,2 and σω,2 were empirically modified to match the predicted wall pressure distributions with experimental data of the DLR-PAR and the VAC-S6-short nozzles. The results confirm that accurate prediction of flow separation in rocket nozzles indeed depends on the correct prediction of spreading rate of the supersonic separation-jet. It is demonstrated that accurate RANS simulation of flow separation in rocket nozzles over a wide range of NPRs is feasible by modified values of the diffusion coefficients in turbulence model.

An experimental study was designed to investigate the effect of different parameters on the development and structure of turbulent 3D offset jets. The present investigation considered the effects of offset height ratio, expansion ratio, surface roughness and rib placement on the flow dynamics of a turbulent 3D offset jet. The velocity measurements were performed using an acoustic Doppler velocimetry (ADV) and particle image velocimetry (PIV). Measurements were conducted within the symmetry and lateral planes. For the PIV technique, the measurements in the symmetry and lateral planes were conducted over a streamwise range of 0 ≤ x/bo ≤ 80 and 12 ≤ x/bo ≤ 60, respectively (where bo is the nozzle height). Likewise, velocity measurements using the ADV technique were conducted over a range of 4 ≤ x/bo ≤ 45 in both the symmetry and lateral planes. The velocity measurements were analyzed using both one-point and multi-point statistics. The one-point statistics included profiles of the mean velocities, Reynolds stresses and some of the budget terms in the turbulent kinetic energy transport equation. The quadrant analysis technique was used to investigate the dominant events that contribute towards the Reynolds shear stress. The two-point correlation analysis was used to investigate how the turbulence quantities are correlated. Information obtained from the two-point correlation analysis was also used to investigate the inclination of vortical structures within the inner and outer shear layers of the 3D offset jet. The direction of the positive mean shear gradient played an active role in the inclination of these vortical structures within the inner and outer shear layers. The reattachment process resulted in the breakdown of these structures within the developing region. Similarly, various length scales were estimated from these structures. The proper orthogonal decomposition was used to examine the distribution of the turbulent kinetic energy within the offset jet flow. Also, the dynamic role of the large scale structures towards the turbulent intensities, turbulent kinetic energy and Reynolds shear stress was investigated. / October 2016