Errata has been inserted inside back pages. / Bibliography: leaves 180-186. / viii, 186 leaves : ill. ; 30 cm. / Title page, contents and abstract only. The complete thesis in print form is available from the University Library. / Effects of stenoses on characteristics such as pressure drops, flow velocities and shearing stresses on the arterial walls are examined and their significance on the progression of arterial diseases is discussed. / Thesis (Ph.D.)--University of Adelaide, Dept. of Applied Mathematics, 1996

The process of shock-induced ignition has been investigated both computa- tionally and experimentally, with particular emphasis on the concept of radical farming. The first component of the investigation contained Computational Fluid Dynamic (CFD) calculations of an ignition delay study, a 2D pre-mixed flow over flat plate at a constant angle to the freestream, and through a generic 2D scramjet model. The focal point of the investigation however examined the complex 3D flow through a generic scramjet model. Five experimental test conditions were ex- amined over flow enthalpies from 3.4 MJ/kg to 6.4 MJ/kg. All test conditions simulated flight at 21000 metres ([symbol=almost equal to] 70000 ft), while the equivalent flight Mach number varied from approximately 8.5 at the lowest enthalpy, to approximately Mach 12 at the highest enthalpy condition. The presence of H2 fuel injected in the intake caused a separated region to form on the lower surface of the model at the entrance to the combustor. A fraction of the total mass of fuel was entrained in this separated region, providing long residence times, hence increased time for the chemical reactions that lead to ignition to occur. In addition, extremely high temperatures were found to exist between each fuel jet. Both fuel and air are present in these regions, therefore the chance of ignition in these regions is high. Streamlines passing through the recirculation zone ignited within this zone, while streamlines passing between the fuel jets ignited soon after entry into the combustor. The first instance of a pressure rise from combustion was observed on the centreline of the model where the reflected bow shock around the fuel jets crossed the centreline of the combus- tor. Upstream of this location the static pressure of the flow was too low for the chemical reactions that release heat to occur. The comparison between the experimental and computational results was lim- ited due to inaccuracies in modelling the thermal state of the gas in the CFD calculations. The gas was modelled as being in a state of thermal equilibrium at all times, which incorrectly models the freestream flow from the nozzle of the shock tunnel, and also the flow downstream of oblique shock wave within the scramjet model. As a result combustion occurs sooner in the CFD calculations than in the experimental result.

The process of shock-induced ignition has been investigated both computa- tionally and experimentally, with particular emphasis on the concept of radical farming. The first component of the investigation contained Computational Fluid Dynamic (CFD) calculations of an ignition delay study, a 2D pre-mixed flow over flat plate at a constant angle to the freestream, and through a generic 2D scramjet model. The focal point of the investigation however examined the complex 3D flow through a generic scramjet model. Five experimental test conditions were ex- amined over flow enthalpies from 3.4 MJ/kg to 6.4 MJ/kg. All test conditions simulated flight at 21000 metres ([symbol=almost equal to] 70000 ft), while the equivalent flight Mach number varied from approximately 8.5 at the lowest enthalpy, to approximately Mach 12 at the highest enthalpy condition. The presence of H2 fuel injected in the intake caused a separated region to form on the lower surface of the model at the entrance to the combustor. A fraction of the total mass of fuel was entrained in this separated region, providing long residence times, hence increased time for the chemical reactions that lead to ignition to occur. In addition, extremely high temperatures were found to exist between each fuel jet. Both fuel and air are present in these regions, therefore the chance of ignition in these regions is high. Streamlines passing through the recirculation zone ignited within this zone, while streamlines passing between the fuel jets ignited soon after entry into the combustor. The first instance of a pressure rise from combustion was observed on the centreline of the model where the reflected bow shock around the fuel jets crossed the centreline of the combus- tor. Upstream of this location the static pressure of the flow was too low for the chemical reactions that release heat to occur. The comparison between the experimental and computational results was lim- ited due to inaccuracies in modelling the thermal state of the gas in the CFD calculations. The gas was modelled as being in a state of thermal equilibrium at all times, which incorrectly models the freestream flow from the nozzle of the shock tunnel, and also the flow downstream of oblique shock wave within the scramjet model. As a result combustion occurs sooner in the CFD calculations than in the experimental result.

The process of shock-induced ignition has been investigated both computa- tionally and experimentally, with particular emphasis on the concept of radical farming. The first component of the investigation contained Computational Fluid Dynamic (CFD) calculations of an ignition delay study, a 2D pre-mixed flow over flat plate at a constant angle to the freestream, and through a generic 2D scramjet model. The focal point of the investigation however examined the complex 3D flow through a generic scramjet model. Five experimental test conditions were ex- amined over flow enthalpies from 3.4 MJ/kg to 6.4 MJ/kg. All test conditions simulated flight at 21000 metres ([symbol=almost equal to] 70000 ft), while the equivalent flight Mach number varied from approximately 8.5 at the lowest enthalpy, to approximately Mach 12 at the highest enthalpy condition. The presence of H2 fuel injected in the intake caused a separated region to form on the lower surface of the model at the entrance to the combustor. A fraction of the total mass of fuel was entrained in this separated region, providing long residence times, hence increased time for the chemical reactions that lead to ignition to occur. In addition, extremely high temperatures were found to exist between each fuel jet. Both fuel and air are present in these regions, therefore the chance of ignition in these regions is high. Streamlines passing through the recirculation zone ignited within this zone, while streamlines passing between the fuel jets ignited soon after entry into the combustor. The first instance of a pressure rise from combustion was observed on the centreline of the model where the reflected bow shock around the fuel jets crossed the centreline of the combus- tor. Upstream of this location the static pressure of the flow was too low for the chemical reactions that release heat to occur. The comparison between the experimental and computational results was lim- ited due to inaccuracies in modelling the thermal state of the gas in the CFD calculations. The gas was modelled as being in a state of thermal equilibrium at all times, which incorrectly models the freestream flow from the nozzle of the shock tunnel, and also the flow downstream of oblique shock wave within the scramjet model. As a result combustion occurs sooner in the CFD calculations than in the experimental result.

The process of shock-induced ignition has been investigated both computa- tionally and experimentally, with particular emphasis on the concept of radical farming. The first component of the investigation contained Computational Fluid Dynamic (CFD) calculations of an ignition delay study, a 2D pre-mixed flow over flat plate at a constant angle to the freestream, and through a generic 2D scramjet model. The focal point of the investigation however examined the complex 3D flow through a generic scramjet model. Five experimental test conditions were ex- amined over flow enthalpies from 3.4 MJ/kg to 6.4 MJ/kg. All test conditions simulated flight at 21000 metres ([symbol=almost equal to] 70000 ft), while the equivalent flight Mach number varied from approximately 8.5 at the lowest enthalpy, to approximately Mach 12 at the highest enthalpy condition. The presence of H2 fuel injected in the intake caused a separated region to form on the lower surface of the model at the entrance to the combustor. A fraction of the total mass of fuel was entrained in this separated region, providing long residence times, hence increased time for the chemical reactions that lead to ignition to occur. In addition, extremely high temperatures were found to exist between each fuel jet. Both fuel and air are present in these regions, therefore the chance of ignition in these regions is high. Streamlines passing through the recirculation zone ignited within this zone, while streamlines passing between the fuel jets ignited soon after entry into the combustor. The first instance of a pressure rise from combustion was observed on the centreline of the model where the reflected bow shock around the fuel jets crossed the centreline of the combus- tor. Upstream of this location the static pressure of the flow was too low for the chemical reactions that release heat to occur. The comparison between the experimental and computational results was lim- ited due to inaccuracies in modelling the thermal state of the gas in the CFD calculations. The gas was modelled as being in a state of thermal equilibrium at all times, which incorrectly models the freestream flow from the nozzle of the shock tunnel, and also the flow downstream of oblique shock wave within the scramjet model. As a result combustion occurs sooner in the CFD calculations than in the experimental result.

The process of shock-induced ignition has been investigated both computa- tionally and experimentally, with particular emphasis on the concept of radical farming. The first component of the investigation contained Computational Fluid Dynamic (CFD) calculations of an ignition delay study, a 2D pre-mixed flow over flat plate at a constant angle to the freestream, and through a generic 2D scramjet model. The focal point of the investigation however examined the complex 3D flow through a generic scramjet model. Five experimental test conditions were ex- amined over flow enthalpies from 3.4 MJ/kg to 6.4 MJ/kg. All test conditions simulated flight at 21000 metres ([symbol=almost equal to] 70000 ft), while the equivalent flight Mach number varied from approximately 8.5 at the lowest enthalpy, to approximately Mach 12 at the highest enthalpy condition. The presence of H2 fuel injected in the intake caused a separated region to form on the lower surface of the model at the entrance to the combustor. A fraction of the total mass of fuel was entrained in this separated region, providing long residence times, hence increased time for the chemical reactions that lead to ignition to occur. In addition, extremely high temperatures were found to exist between each fuel jet. Both fuel and air are present in these regions, therefore the chance of ignition in these regions is high. Streamlines passing through the recirculation zone ignited within this zone, while streamlines passing between the fuel jets ignited soon after entry into the combustor. The first instance of a pressure rise from combustion was observed on the centreline of the model where the reflected bow shock around the fuel jets crossed the centreline of the combus- tor. Upstream of this location the static pressure of the flow was too low for the chemical reactions that release heat to occur. The comparison between the experimental and computational results was lim- ited due to inaccuracies in modelling the thermal state of the gas in the CFD calculations. The gas was modelled as being in a state of thermal equilibrium at all times, which incorrectly models the freestream flow from the nozzle of the shock tunnel, and also the flow downstream of oblique shock wave within the scramjet model. As a result combustion occurs sooner in the CFD calculations than in the experimental result.

The process of shock-induced ignition has been investigated both computa- tionally and experimentally, with particular emphasis on the concept of radical farming. The first component of the investigation contained Computational Fluid Dynamic (CFD) calculations of an ignition delay study, a 2D pre-mixed flow over flat plate at a constant angle to the freestream, and through a generic 2D scramjet model. The focal point of the investigation however examined the complex 3D flow through a generic scramjet model. Five experimental test conditions were ex- amined over flow enthalpies from 3.4 MJ/kg to 6.4 MJ/kg. All test conditions simulated flight at 21000 metres ([symbol=almost equal to] 70000 ft), while the equivalent flight Mach number varied from approximately 8.5 at the lowest enthalpy, to approximately Mach 12 at the highest enthalpy condition. The presence of H2 fuel injected in the intake caused a separated region to form on the lower surface of the model at the entrance to the combustor. A fraction of the total mass of fuel was entrained in this separated region, providing long residence times, hence increased time for the chemical reactions that lead to ignition to occur. In addition, extremely high temperatures were found to exist between each fuel jet. Both fuel and air are present in these regions, therefore the chance of ignition in these regions is high. Streamlines passing through the recirculation zone ignited within this zone, while streamlines passing between the fuel jets ignited soon after entry into the combustor. The first instance of a pressure rise from combustion was observed on the centreline of the model where the reflected bow shock around the fuel jets crossed the centreline of the combus- tor. Upstream of this location the static pressure of the flow was too low for the chemical reactions that release heat to occur. The comparison between the experimental and computational results was lim- ited due to inaccuracies in modelling the thermal state of the gas in the CFD calculations. The gas was modelled as being in a state of thermal equilibrium at all times, which incorrectly models the freestream flow from the nozzle of the shock tunnel, and also the flow downstream of oblique shock wave within the scramjet model. As a result combustion occurs sooner in the CFD calculations than in the experimental result.

Thesis (M. S.)--Mathematics, Georgia Institute of Technology, 2009. / Committee Chair: Evans Harrell; Committee Member: Guillermo Goldsztein; Committee Member: Mohammad Ghomi

Thesis (M. S.)--Mechanical Engineering, Georgia Institute of Technology, 2007. / Banerjee, Sujit, Committee Member ; Orloff, David, Committee Member ; Patterson, Tim, Committee Co-Chair ; Ahrens, Fred, Committee Co-Chair.

Submitted by Maria Medeiros (maria.dilva1@ufcg.edu.br) on 2018-10-05T16:36:00Z No. of bitstreams: 1 MARIA GORETHE DE SOUSA LIMA - TESE (PPGEP) 2008.pdf: 5258111 bytes, checksum: afc624a7c316b024f1b9064cef933c81 (MD5) / Made available in DSpace on 2018-10-05T16:36:00Z (GMT). No. of bitstreams: 1 MARIA GORETHE DE SOUSA LIMA - TESE (PPGEP) 2008.pdf: 5258111 bytes, checksum: afc624a7c316b024f1b9064cef933c81 (MD5) Previous issue date: 2008-05-29 / CNPq / O trabalho de tese em questão teve por objetivo geral realizar um estudo teórico/experimental para avaliar a fluidodinâmica de um reator anaeróbio de fluxo ascendente e manta de lodo (Upflow Anaerobic Sludge Blanket – UASB), tratando água residuária doméstica, visando contribuir para melhorar o desempenho dos dispositivos de separação de fases. Para o estudo experimental, foi realizado o monitoramento da estabilidade operacional e da eficiência de tratamento do reator por meio de análises físico – químicas de amostras do seu afluente e efluente e das pressões ao longo do reator. Os resultados obtidos experimentalmente constataram que o reator apresentava uma boa estabilidade operacional. A eficiência de remoção de matéria orgânica foi considerada baixa (42 %); enquanto que para os sólidos totais em suspensão a eficiência de remoção variou em torno 70 %. Os valores de pressão apresentaram uma relação linear decrescente à medida que a tomada de pressão se distanciava da zona de digestão. Para o estudo numérico, foram desenvolvidas malhas no espaço bi e tridimensional representativas do reator UASB modificando as disposições e inclinações do defletor de gases. Diferentes simulações foram realizadas usando o Ansys CFX 10.0 para diferentes fluxos. Os resultados numéricos constataram que a disposição e inclinação do defletor de gases além de exercer grande influência sobre a distribuição de velocidades no reator, também afetou consideravelmente o desempenho dos dispositivos de separação de fases (defletor de gases e separador trifásico). Com relação ao fluxo mássico, foi verificado que o mesmo apresentou uma relação diretamente proporcional com a eficiência de retenção de sólidos suspensos, para a faixa estudada no presente trabalho (10-4 a 0,11 kg/s). A análise comparativa dos resultados numéricos e experimentais da pressão e da concentração de lodo na saída do reator com inclinação do defletor voltada para cima apresentaram diferenças da ordem de 2 kPa e de 10 mg/L, respectivamente, sendo consideradas satisfatórias. / The thesis work in question had for general objective to accomplish a theoretical/experimental study to evaluate the fluid dynamic of an anaerobic reactor of ascending flow and sludge blanket (Upflow Anaerobic Sludge Blanket – UASB), treating domestic wastewater, seeking to contribute to improve the performance of the phases separation devices. For the experimental study, it was accomplished the monitorially of the operational stability and the efficiency of the reactor treatment through physical-chemical analyses from samples of its affluent and effluent, as well as, the pressure along the reactor. The results obtained experimentally proved that the reactor presented a good operational stability. The efficiency of removal organic matter was considered low (42%); while for the total solid in suspension the removal efficiency varied around 70%. The pressure values presented a decreasing linear relationship as the taken of pressure distanced itself of the digestion zone. For the numeric study, meshes were developed in the space bi and three-dimensional representative of the UASB reactor modifying the dispositions and inclinations of the reflector of gases. Different simulations were accomplished using the Ansys CFX 10.0 for different flows. The numeric results verified that the disposition and inclination of the gases diverter besides exercising great influence on the distribuition of speed in the reactor, they also affected considerably the acting of the devices of phases separation (gases diverter and three-phase separator). In relation to the mass flow, it was verified that the same one presented a relationship directly proportional with the efficiency of suspended solid retention, for the strip studied in the present work (10-4 to 0,11 kg/s). The comparative analysis of the numeric and experimental results of the pression and of the sludge concentration in the exit of the reator with inclination of the diverter returned upward they presented differences of the order of 2 kPa and of 10 mg/L, respectively, being considered satisfactory.