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TECHNICAL PAPERS

CFD Analysis of Compressible Flow Across a Complex Geometry Venturi

[+] Author and Article Information
Diego A. Arias

Solar Energy Laboratory, Department of Mechanical Engineering, University of Wisconsin-Madison, Madison, Wisconsin, 53706daarias@engr.wisc.edu

Timothy A. Shedd1

Multiphase Flow Visualization and Analysis Laboratory, Department of Mechanical Engineering, University of Wisconsin-Madison, Madison, Wisconsin, 53706shedd@engr.wisc.edu

1

Corresponding author.

J. Fluids Eng 129(9), 1193-1202 (Apr 10, 2007) (10 pages) doi:10.1115/1.2754321 History: Received July 22, 2006; Revised April 10, 2007

A commercial computational fluid dynamics (CFD) package was used to develop a three-dimensional, fully turbulent model of the compressible flow across a complex-geometry venturi, such as those typically found in small engine carburetors. The results of the CFD simulations were used to understand the effect of the different obstacles in the flow on the overall discharge coefficient and the static pressure at the tip of the fuel tube. It was found that the obstacles located at the converging nozzle of the venturi do not cause significant pressure losses, while those obstacles that create wakes in the flow, such as the fuel tube and throttle plate, are responsible for most of the pressure losses. This result indicated that an overall discharge coefficient can be used to correct the mass flow rate, while a localized correction factor can be determined from three-dimensional CFD simulations in order to estimate the static pressure at locations of interest within complex venturis.

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Copyright © 2007 by American Society of Mechanical Engineers
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References

Figures

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Figure 1

Details of carburetor parts inside the venturi

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Figure 2

Projected open area for airflow across throttle plate: closed=0deg, open=90deg

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Figure 3

Mesh size sensitivity of the mass flow rate

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Figure 4

Comparison of discharge coefficient for a Briggs & Stratton carburetor as function of throttle plate angle

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Figure 5

Steady airflow across carburetor venturi without obstacles: (a) static pressure (in Pascal), (b) Mach number, (c) turbulent kinetic energy (in meters squared per seconds squared), and (d) gage total pressure (in Pascal)

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Figure 6

Steady airflow across carburetor venturi with inlet obstacles: (a) static pressure (in Pascal), (b) Mach number, (c) turbulent kinetic energy (in meters squared per seconds squared), and (d) Gage total pressure (in Pascal)

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Figure 7

Steady airflow across carburetor venturi with inlet obstacles and fuel tube: (a) static pressure (in Pascal), (b) Mach number, (c) turbulent kinetic energy (in meters squared per seconds squared), and (d) gage total pressure (in Pascal)

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Figure 8

Steady airflow across carburetor venturi with fuel tube, inlet obstacles, and throttle plate at 90deg: (a) static pressure (in Pascal), (b) Mach number, (c) turbulent kinetic energy (in meters squared per seconds squared), and (d) gage total pressure (in Pascal)

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Figure 9

Steady airflow across carburetor venturi with fuel tube, inlet obstacles, and throttle plate at 75deg: (a) static pressure (in Pascal), (b) Mach number, (c) turbulent kinetic energy (in meters squared per seconds squared), and (d) gage total pressure (in Pascal)

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Figure 10

Steady airflow across carburetor venturi with fuel tube, inlet obstacles, and throttle plate at 60deg: (a) static pressure (in Pascal), (b) Mach number, (c) turbulent kinetic energy (d) gage total pressure (in Pascal)

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Figure 11

Steady airflow across carburetor venturi with fuel tube, inlet obstacles, and throttle plate at 45deg: (a) static pressure (in Pascal), (b) Mach number, (c) turbulent kinetic energy (d) gage total pressure (in Pascal)

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Figure 12

One-dimensional model of carburetor venturi: (a) clear venturi and (b) carburetor venturi

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Figure 13

Effect of carburetor parts on the discharge coefficient of the carburetor venturi

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Figure 14

Discharge coefficients

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