ILES and LES of Complex Engineering Turbulent Flows

[+] Author and Article Information
C. Fureby

Division of Weapons and Protection, The Swedish Defense Research Agency-FOI, Tumba, Stockholm SE 147 25, Sweden; Department of Shipping and Marine Technology, Chalmers University of Technology, SE 412 96 Göteborg, Sweden

J. Fluids Eng 129(12), 1514-1523 (Jun 01, 2007) (10 pages) doi:10.1115/1.2801370 History: Received February 08, 2007; Revised June 01, 2007

The present study concerns the application of large eddy simulation (LES) and implicit LES (ILES) to engineering flow problems. Such applications are often very complicated, involving both complex geometries and complex physics, such as turbulence, chemical reactions, phase changes, and compressibility. The aim of the study is to illustrate what problems occur when attempting to perform such engineering flow calculations using LES and ILES, and put these in relation to the issues originally motivating the calculations. The issues of subgrid modeling are discussed with particular emphasis on the complex physics that needs to be incorporated into the LES models. Results from representative calculations, involving incompressible flows around complex geometries, aerodynamic noise, compressible flows, combustion, and cavitation, are presented, discussed, and compared with experimental data whenever possible.

Copyright © 2007 by American Society of Mechanical Engineers
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Figure 6

Supersonic base flow. (a)–(f) show measurement data (top row) and ILES results (bottom row) at I=0, respectively. (g)–(i) show measurement data (top row) and ILES results (bottom row) at I=0.0226, respectively. First column shows ⟨vx⟩, second ⟨vr⟩, and third k.

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Figure 5

Supersonic base flow. Perspective view showing emulated schlieren images from the (a) zero bleed case (I=0) and (b) the strongest bleed case (I=0.0226) from ILES.

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Figure 4

Aerodynamic noise. (a) Perspective view of the flow around the wing mirror, including the grid and (b) comparisons of sound pressure levels at discrete points around the wing mirror from the coarse grid. Note that the spectra are shifted 40dB in the vertical direction to facilitate comparison.

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Figure 3

Submarine hydrodynamics. Comparison of predicted and measured (a) time and azimuthally averaged velocity and (b) rms-velocity fluctuations at x∕L=0.978.

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Figure 2

Submarine hydrodynamics. Schematic of the DARPA AFF8 Suboff hull geometry, (24-26) and the instantaneous flow field for a self-propelled submarine model.

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Figure 1

Comparison between RANS, DES, and LES predictions for the flows past ((a) and (b)) fully developed turbulent channel flow, ((b) and (c)) circular cylinders at Re=3900 (left) and Re=140,000 (right), and ((e) and (f)) the flow over a surface mounted bump at Re=130,000

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Figure 7

Combustion. Instantaneous perspective views of the flame and the vorticity in terms of an isosurface of the temperature T, contours of the CO mass fraction, and an isosurface of the second invariant of the velocity gradient tensor from (a) the finite-rate chemistry PaSR LES and (b) the finite-rate chemistry ILES.

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Figure 8

Combustion. Time-averaged (a) axial velocity and (b) temperature for the VOLVO validation rig case using the finite-rate chemistry ILES (---) and the finite-rate chemistry PsSR LES (—) models. Experimental data are denoted by symbols (+) for LDV and CARS and (×) for gas analysis.



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