Despite being one of the oldest and most widely-used turbulence models in engineering computational fluid dynamics(CFD),the k-ωmodel has not been fully understood theoretically because of its high nonlinearity and co...Despite being one of the oldest and most widely-used turbulence models in engineering computational fluid dynamics(CFD),the k-ωmodel has not been fully understood theoretically because of its high nonlinearity and complex model parameter setting.Here,a multi-layer analytic expression is postulated for two lengths(stress and kinetic energy lengths),yielding an analytic solution for the k-ωmodel equations in pipe flow.Approximate local balance equations are analyzed to determine the key parameters in the solution,which are shown to be rather close to the empirically-measured values from the numerical solution of the Wilcox k-ωmodel,and hence the analytic construction is fully validated.The results provide clear evidence that the k-ωmodel sets in it a multilayer structure,which is similar to but different,in some insignificant details,from the Navier-Stokes(N-S)turbulence.This finding explains why the k-ωmodel is so popular,especially in computing the near-wall flow.Finally,the analysis is extended to a newlyrefined k-ωmodel called the structural ensemble dynamics(SED)k-ωmodel,showing that the SED k-ωmodel has improved the multi-layer structure in the outer flow but preserved the setting of the k-ωmodel in the inner region.展开更多
New energy vehicles have better clean and environmental protection characteristics than traditional fuel vehicles.The new energy engine cooling technology is critical in the design of new energy vehicles.This paper us...New energy vehicles have better clean and environmental protection characteristics than traditional fuel vehicles.The new energy engine cooling technology is critical in the design of new energy vehicles.This paper used oneand three-way joint simulation methods to simulate the refrigeration system of new energy vehicles.Firstly,a k-εturbulent flow model for the cooling pump flow field is established based on the principle of computational fluid dynamics.Then,the CFD commercial fluid analysis software FLUENT is used to simulate the flow field of the cooling pump under different inlet flow conditions.This paper proposes an optimization scheme for new energy vehicle engines’“boiling”phenomenon under high temperatures and long-time climbing conditions.The simulation results show that changing the radiator’s structure and adjusting the thermostat’s parameters can solve the problem of a“boiling pot.”The optimized new energy vehicle engine can maintain a better operating temperature range.The algorithm model can reference each cryogenic system component hardware selection and control strategy in the new energy vehicle’s engine.展开更多
In turbulence modeling, the RNG and Realizable models have important improvements in the turbulent production and dissipation terms in comparison to the Standard. The selection of the appropriate turbulence model has ...In turbulence modeling, the RNG and Realizable models have important improvements in the turbulent production and dissipation terms in comparison to the Standard. The selection of the appropriate turbulence model has an impact on the convergence and solution in STRs, and they are used in mixing, multiphase modeling or as starting solution of transient models as DES and LES. Although there are several studies with the pitched blade turbine(PBT) impeller, most of them used the Standard model as representative of all k–ε models, using structured hexahedral grids composed of low number of cells, and in some cases under axial symmetry assumptions.Accordingly, in this work the assessment of the Standard, RNG and Realizable models to describe the turbulent flow field of this impeller, using the Multiple Reference Frame(MRF) and Sliding Mesh(SM) approaches with tetrahedral domains in dense grids, is presented. This kind of cell elements is especially suitable to reproduce complex geometries. Flow velocities and turbulent parameters were verified experimentally by PIV and torque measurements. The three models were capable of predicting fairly the pumping number, the power number based on torque, and velocities. Although the RNG improved the predictions of the turbulent kinetic energy and dissipation rate, the Realizable model presented better performance for both approaches. All models failed in the prediction of the total dissipation rate, and a dependence of its value on the number of cells for the MRF was found.展开更多
基金the National Numerical Wind Tunnel(No.NNW2019ZT1-A03)the National Natural Science Foundation of China(Nos.91952201,11372008,and 11452002)。
文摘Despite being one of the oldest and most widely-used turbulence models in engineering computational fluid dynamics(CFD),the k-ωmodel has not been fully understood theoretically because of its high nonlinearity and complex model parameter setting.Here,a multi-layer analytic expression is postulated for two lengths(stress and kinetic energy lengths),yielding an analytic solution for the k-ωmodel equations in pipe flow.Approximate local balance equations are analyzed to determine the key parameters in the solution,which are shown to be rather close to the empirically-measured values from the numerical solution of the Wilcox k-ωmodel,and hence the analytic construction is fully validated.The results provide clear evidence that the k-ωmodel sets in it a multilayer structure,which is similar to but different,in some insignificant details,from the Navier-Stokes(N-S)turbulence.This finding explains why the k-ωmodel is so popular,especially in computing the near-wall flow.Finally,the analysis is extended to a newlyrefined k-ωmodel called the structural ensemble dynamics(SED)k-ωmodel,showing that the SED k-ωmodel has improved the multi-layer structure in the outer flow but preserved the setting of the k-ωmodel in the inner region.
文摘New energy vehicles have better clean and environmental protection characteristics than traditional fuel vehicles.The new energy engine cooling technology is critical in the design of new energy vehicles.This paper used oneand three-way joint simulation methods to simulate the refrigeration system of new energy vehicles.Firstly,a k-εturbulent flow model for the cooling pump flow field is established based on the principle of computational fluid dynamics.Then,the CFD commercial fluid analysis software FLUENT is used to simulate the flow field of the cooling pump under different inlet flow conditions.This paper proposes an optimization scheme for new energy vehicle engines’“boiling”phenomenon under high temperatures and long-time climbing conditions.The simulation results show that changing the radiator’s structure and adjusting the thermostat’s parameters can solve the problem of a“boiling pot.”The optimized new energy vehicle engine can maintain a better operating temperature range.The algorithm model can reference each cryogenic system component hardware selection and control strategy in the new energy vehicle’s engine.
基金the National Council of Science and Technology, Mexico CONACyT for the support provided for this research, through the Basic Science project CB-2011/ 169786
文摘In turbulence modeling, the RNG and Realizable models have important improvements in the turbulent production and dissipation terms in comparison to the Standard. The selection of the appropriate turbulence model has an impact on the convergence and solution in STRs, and they are used in mixing, multiphase modeling or as starting solution of transient models as DES and LES. Although there are several studies with the pitched blade turbine(PBT) impeller, most of them used the Standard model as representative of all k–ε models, using structured hexahedral grids composed of low number of cells, and in some cases under axial symmetry assumptions.Accordingly, in this work the assessment of the Standard, RNG and Realizable models to describe the turbulent flow field of this impeller, using the Multiple Reference Frame(MRF) and Sliding Mesh(SM) approaches with tetrahedral domains in dense grids, is presented. This kind of cell elements is especially suitable to reproduce complex geometries. Flow velocities and turbulent parameters were verified experimentally by PIV and torque measurements. The three models were capable of predicting fairly the pumping number, the power number based on torque, and velocities. Although the RNG improved the predictions of the turbulent kinetic energy and dissipation rate, the Realizable model presented better performance for both approaches. All models failed in the prediction of the total dissipation rate, and a dependence of its value on the number of cells for the MRF was found.
