A comprehensive experimental study has been conducted using Particle Image Velocimetry (PIV) for a wide array of ventilation schemes and mining configurations for the purpose of examining ventilation characteristics in dead end mine headings. Flow behaviors in two basic mining sequences of box and slab cuts for 30 ft and 60 ft deep cuts were studied. The present thesis discusses the effect for various geometric and flow parameters including the variation of inlet flow velocities, entry heights, face zone widths and curtain widths on the flow behavior. The Reynolds number Re considered for this study ranges from 1 105 to 3 106 based on curtain width and exit velocity. The variation of the face zone and the curtain widths considerably affected the flow behavior, resulting in recirculation regions in the face area for critical combinations. Jet spreading angles and virtual origins have been calculated for the different geometries showing that an optimum range of face and curtain widths exists. A detailed discussion employing various scenarios for exhaust ventilation systems has also been made. Full-size measurements and comparison of the experimental data with numerical simulations is presented. Implementation of machine-mounted scrubbers in the blowing system are discussed for different values of the ventilation ratios (Qs/Qin) ranging from 14% to 53%. The scrubber system, typically introduced for dust collection, is also shown to be a useful tool in providing adequate ventilation to the immediate face area.

Enhancing the ability to predict airflow around the Vertical Tail Plane (VTP) of an aircraft is vital in the aviation industry. The size of the VTP is driven by a particular flight condition - loss of an engine during take-off and low speed climb. Nowadays, Computational Fluid Dynamics (CFD) is the main tool used by engineers to assess VTP flows. However, due to uncertainties in the prediction of VTP effectiveness, aircraft designers keep to a conservative approach, which risks oversizing of the tail plane, adding more drag. Uncertainties emerge from difficulties in predicting the massive separation that occurs on the swept tail when it is approached by a flow at high incidence. Furthermore, the deployment of the control surface (the rudder) over the tail plane and the skewed flow along the span increase the CFD challenges. Improved predictive capabilities of the flow around VTPs would enable a more optimal design approach with potential drag saving. The correct prediction of flow separation is the essence of this study. Currently, the industry uses steady Reynolds-Averaged Navier-Stokes (RANS) simulations to analyse VTPs flow. In order to assess RANS performance, the study of airflow detaching from a backward rounded ramp is performed and the results are compared to Large-Eddy Simulations (LES). The analysis shows that, even though RANS may predict the onset of flow separation correctly, they completely miss the location of flow reattachment over the ramp, and this affects the whole flow solution. Moreover, the flow features a strong anisotropy at the onset of separation, difficult to be captured by RANS. The analysis shows that RANS cannot predict production of turbulent kinetic energy in the detached flow region correctly, discouraging flow mixing, and delaying flow reattachment. A hybrid RANS/LES carried out on the same test case shows the benefits of using eddy-resolving simulations for detached flows. The prediction of the locations of the separation and reattachment points differs by only 1% from the highly-resolved simulation. The VTP investigation carried out in this thesis uses a wind tunnel model tested at Airbus. The study starts with steady RANS approaches for different turbulence models. RANS simulations produce acceptable results for the flow at low incidence levels. On the contrary, at high incidence, when flow separation occurs, RANS methods fail. The second step of the research consists of using unsteady RANS (URANS) simulations for VTP flows at high sideslip angles. The introduction of time-accuracy brings important benefits. Nevertheless, the results still show some inaccuracies (around 20% error). Finally, restarting from the flow solutions obtained by URANS simulations, higher fidelity hybrid RANS/LES techniques in the form of Delayed Detached-Eddy Simulations (DDES) are used to assess the characteristics of the separated flow around the tail plane. Results show a remarkable improvement of the flow solution. The pressure distribution matches experimental results favourably, and this translates into an improved prediction of the aerodynamic loads over the VTP. This leads towards a new strategy for the assessment of the flow over aircraft VTPs, amounting to an important contribution to the design of future aircraft.

Le tremblement est un phénomène qui touche diverses parties de l'avion, pouvant créer des problèmes de fatigue structurelle ou de confort et limiter l'enveloppe de vol. Il est par conséquent important de comprendre ce phénomène afin de mieux le prévoir. Quatre types de tremblement sont étudiés dans cette thèse, le tremblement de l'empennage horizontal, le tremblement intrados voilure, le tremblement de l'APF et le tremblement de l'extrados voilure. La première partie du mémoire détaille la physique de ces phénomènes à partir d'informations recueillies dans la littérature et de l'analyse de différentes campagnes d'essais en soufflerie. Cette partie met ainsi en évidence les caractéristiques instationnaires propres à chaque type de tremblement. La deuxième partie présente l'état de l'art sur la prévision du tremblement, permettant de montrer non seulement les défauts associés aux méthodes antérieures de modélisation mais également les avantages de l'utilisation de certains outils comme l'approche numérique pour mieux comprendre ces phénomènes. Finalement, la troisième partie présente le nouveau modèle semi-empirique basé sur les fonctions de cohérence et développé pour mieux représenter les phénomènes de tremblement étudiés. Une validation de ce modèle a été effectuée sur les différentes campagnes d'essais en soufflerie, donnant des résultats probants pour la plupart des phénomènes étudiés. / The buffeting is a phenomenon that can affect various parts of the aircraft creating problems of structural fatigue or comfort as well as limiting the flight envelope. It is hence important to understand this phenomenon in order to be able to better predict it. Four types of buffeting are studied in this thesis, the horizontal tail plane buffeting, the wing lower surface buffeting, the APF buffeting and the wing upper surface buffeting. The first part of the thesis describes the physics of these phenomena based on the information collected in the literature and analysis of different wind tunnel test campaign data. This section highlights the unsteady characteristics of each buffeting phenomenon. The second part presents the state of the art of the buffeting prediction, showing not only the difficulties associated with previous modelling methods but also the benefits of the use of certain tools such as CFD to better understand these phenomena. Finally, the third part presents the new semi-empirical model based on coherence functions and developed to better predict the different types of buffeting. A validation of this model was performed on various wind tunnel tests campaigns giving very good results for most of the analysed phenomena.

The goal of this thesis was to both theoretically and experimentally show the effect of a plasma actuator for flow separation control.  In the theoretical part a solver was implemented in MATLAB code, to solve the governing equations describing the plasma actuator.  The experimental part included PIV (Particle Image Velocimetry) measurements of the velocity field induced by the plasma actuator, visualization of the effect in a wind tunnel and the development of a simple model of the plasma actuator based on the empirical result whose purpose is to be used in CFD (Computational Fluid Dynamics). The PIV measurements were performed with an acceptable result even though a lot of disturbance occurred in and near the plasma region.  The empirical result was used to develop the empirical plasma actuator model for CFD, which showed some interesting result.  The model implies that the induced force by the plasma actuator grows exponential with the applied peak-to-peak voltage.   The model was also used to predict airfoil performance with plasma actuators which showed an increase of the lift coefficient on a NACA0012 with a chord length of 0.1m.  Simulations were done for free-stream velocities up to 20m/s with three different configurations, without plasma actuator for comparison, with one actuator at the quarter-chord and one with three actuators on the airfoil.  With three actuators the increase of the lift coefficient was 108 percent at 5m/s and 14 percent at 20m/s. The simulations with one actuator were only performed up to 10m/s were the effect of the actuator still could be seen but for higher velocities the effect would probably be minor. The wind tunnel experiment clearly showed the effect and the advantages of utilizing plasma actuators for flow separation control.  The experiment showed that a single plasma actuator placed at the quarter chord of a fully stalled NACA0012 airfoil with a chord length of 0.1m, at approximately 20 degrees angle of attack and with a free-stream velocity of 1.5m/s, was able to reattach the flow behind the actuator. The result of the theoretical part was inconclusive, the code could not run with the appropriate voltage and frequency of the plasma actuator.  Some result was however obtained, implying that the time-average force induced by the plasma actuator was in the expected direction.  The theoretical model is however considered to have potential, the major problems concern the code which requires further development.

Le décollement de coin est un phénomène pouvant apparaître sur les avions au niveau par exemple de la jonction voilure/fuselage. Cela dégrade les performances de l'appareil. Considérant le peu de connaissances relatives à ce sujet, les avionneurs choisissent généralement des modifications empiriques pour y faire face. Cette thèse a consisté à étudier la dynamique d'un écoulement de jonction simplifié caractérisé par un décollement de coin modéré, et à évaluer des méthodes numériques couramment employées dans l'industrie pour la prévision de ces écoulements. Les travaux ont débuté avec une synthèse bibliographique. Les phénomènes présents au sein d'un écoulement de jonction simplifié ont été détaillés et les trois principaux sont le tourbillon en fer à cheval, le tourbillon de coin et le décollement de coin. Ensuite, à l'aide de l'approche numérique et de données expérimentales, il a été montré que le décollement de coin modifiait significativement le champ turbulent et que sa dynamique était apparentée à celle du tourbillon en fer à cheval. La comparaison de différents modèles de turbulence a confirmé que l'anisotropie de l'écoulement de coin devait être prise en compte dans la modélisation pour générer des simulations numériques comparables aux observations faites en soufflerie. L'étude du décollement de coin doit encore être poursuivie sur d'autres configurations pour permettre une éventuelle généralisation de ces résultats et les compléter. L'approche numérique doit aussi être améliorée afin de pourvoir à la complexification des situations, et l'utilisation de la ZDES mode 3 permettrait également de progresser dans la compréhension physique des écoulements de jonction. / Corner flow separation may occur on airplanes at the wing/fuselage junction for instance. Airplanes performances are then likely to be reduced. This issue is still not thoroughly understood and therefore, many wind-tunnel and flight tests are carried out in order to prevent the occurrence of this phenomenon. This thesis has consisted in studying the dynamics of a simplified junction flow characterized by the presence of a mild corner separation, and in investigating some of the standard CFD methods used in the industry for those kind of flows. First, a literature review showed that the main features of junction flows are the horseshoe vortex, the corner vortex and the corner separation. Thereafter, through the use of numerical and experimental data, it has been shown that the corner separation significantly influenced the turbulent field and its unsteady behavior was linked to the horseshoe vortex one. Comparisons between standard and advanced turbulence models have confirmed that second order closures are needed to accurately predict corner separations. Other juncture flows applications can still be further investigated in order to broaden the application spectrum of the present results. The understanding of the physics of juncture flows may also be improved, for instance using eddy resolving simulations such as ZDES mode 3. Robustness and accuracy of the advanced turbulent closures should be increased to allow reliable juncture flow computation at early design stages.

Le décollement de la couche limite sur un volet est responsable de pertes de performances importantes, telles qu'une chute de la portance et une augmentation de la traînée, lors des phases de décollage et d'atterrissage d'un avion. Les aéronefs modernes sont équipés de volets dont le déploiement laisse apparaître une fente qui permet d'augmenter la portance aux faibles vitesses. Les mécanismes de déploiement associés sont lourds et complexes. Dans le but de les simplifier, l'idée consiste à supprimer la fente entre le volet et l'aile, et à la remplacer par un dispositif de contrôle du décollement de type " soufflage pulsé ". Les travaux de thèse proposent l'adaptation temps-réel en boucle fermée des paramètres du soufflage, c'est-à-dire la quantité de mouvement injectée dans l'écoulement et la fréquence de forçage. Les algorithmes de contrôle développés durant l'étude ont permis de répondre à deux objectifs, le premier étant de maintenir l'écoulement attaché lors d'un braquage progressif du volet, et le second de garantir une portance maximale malgré le décollement qui survient inévitablement aux forts angles de braquage lorsque l'apport de quantité de mouvement du contrôle est trop faible. Ces deux objectifs se classent respectivement dans le cadre du contrôle direct du décollement (flow separation control) et le cadre du contrôle des écoulements décollés (separated-flow control). / Boundary layer separation from flaps is responsible for large performance losses during take-off and landing phases of an aeroplane flight, including loss of lift and drag increase. On modern aircraft, a slot located between the wing and the flap enables to increase lift at low speed. To manage this slot, flap deployment systems are very complex and heavy. It would be of interest to simplify them and replace the slot by separation control devices whose parameters such as injected momentum and forcing frequency can be adapted in closed-loop and real-time. The present study aims at developing algorithms to control those parameters in order to fulfill two objectives, the first one is to maintain the flow attached when the flap is progressively deflected, the second one is to provide maximum lift despite of massive separation at high flap deflection angles, when the momentum injected into the flow is no more sufficient to reach full reattachment. In the literature, the first objective is related to the framework of flow separation control, and the second one to the framework of separated-flow control

The stringing regulation on greenhouse gases emissions coupled with the rising fuel price and the growth in aviation transportation have imposed increasing demands on the aircraft industry to develop revolutionary technologies to meet such challenges. Methods of delaying flow separation on aircraft high lift systems have been sought which can lead to an increase in the aircraft performance and ultimately a reduction in aircraft operational costs and its impact on the environment. Synthetic jet actuators are a promising method of delivering flow control for aircraft applications due to their ability to inject momentum to an external flow without net mass flux and their potential in being integrated in MEMS through micro-fabrication with relative ease. It has been demonstrated in many laboratory experiments that synthetic jets are capable of delaying flow separation on aerodynamic bodies of various shapes. However, currently the operating conditions of synthetic jets are mostly chosen by trial-and-error, and thus the flow control effectiveness varies from one experiment to another. In order to deliver an effective flow separation control which achieves a desired control effect at minimum energy expenditure, a better understanding of the fluid mechanics of the behaviour of synthetic jets and the interaction between synthetic jets and a boundary layer are required. The aims of the present research were to achieve such a goal through a series of purposely designed numerical simulations. Firstly, synthetic jets issued from a circular orifice into quiescent air were studied to understand the effect of dimensionless parameters on the formation and the extent of roll-up of vortex rings. The computational results confirmed that the Stokes number determines the strength of vortex roll-up of a synthetic jet. Based on the computational results, a parameter map was produced in which three different operational regimes of synthetic jets were indentified and a criterion for vortex roll-up was also established. A circular synthetic jet issued into a zero-pressure-gradient laminar boundary layer was then investigated. The capability of FLUENT in modelling the key characteristics of synthetic jets was validated using experimental data. The formation and evolution of coherent structures produced by the interaction between synthetic jets and a boundary layer, as well as their near-wall effect in terms of the wall shear stress, were examined. A parameter map illustrating how the appearance of the vortical structures and their corresponding shear stress patterns vary as the synthetic jet operating condition changes was established. In addition, the increase in the wall shear stress relative to the jet-off case was calculated to evaluate their potential separation control effect.Finally, the study moved one step forward to investigate the flow separation control effect of an array of three circular synthetic jets issued into a laminar boundary layer which separates downstream on an inclined plate. The impact of synthetic jets on the boundary layer prior to separation and the extent of flow separation delay on the flap, at a range of synthetic jet operating conditions, were examined and the correlation between them was investigated. Furthermore, the optimal operating conditions for this synthetic jet array in the current study were identified by considering both the flow control effect and the actuator power consumption. The characteristics of the corresponding vortical structures were also examined.The findings from this work have produced some further insights of the behaviour and the interaction between synthetic jets and a boundary layer, which will be useful for ensuring an effective application of synthetic jets in practical settings.

Simulations were performed to investigate flow separation of an asymmetricdiffuser - like geometry. The geometry used for the simulations was modeledafter an experimental setup with recorded flow data, which was compared tothe simulated data. For all simulations, steady state flow at the inlet was usedwith the assumption of a 2D flow.A grid convergence study consisting of three different grids was performed.From this study no apparent change in simulation results were observed forfiner grids. This is caused by the fact that the coarse grid had a high enoughresolution to fully capture the flow, meaning that the higher resolution gridsyielded small improvements.Additionally, two different turbulence models RN G k − ε and SST k − ωwere used for evaluating which model was best suited to model flow separation.The simulations showed that the RN G k − ε model could not capture the flowseparation and had a poor accuracy when predicting the turbulent kinetic energy(TKE). Simulation results from SST k − ω gave good results in capturing flowseparation and predicting both the velocity and TKE when compared to theexperimental data.Finally, a turbulence intensity study was made for the mid grid with theSST k − ω model. The turbulent intensity was set to 5%, 10%, 15% and 20%at the inlet. This resulted in the point of separation moving further down thegeometry to x/H ≈ [17.68, 18.71, 19.58, 20.72] for respective intensity. The pointof reattachment also moves to x/H ≈ [44.85, 43.60, 42.67, 41.67] for respectiveintensity.In summary for simulating flow separation in turbulent flows the SST k − ωmodel is optimal and an increase in turbulent intensity reduces the recirculationzone.

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