An Experimental Study of Spark Anemometry for In-Cylinder Velocity Measurements

2006 ◽  
Author(s):  
D. P. Gardiner ◽  
G. Wang ◽  
M. F. Bardon ◽  
M. LaViolette ◽  
W. D. Allan
Keyword(s):  
Experimental Study ◽  
Flow Velocity ◽  
Free Stream ◽  
Spark Ignition Engine ◽  
Constant Current ◽  
Stream Velocity ◽  
Velocity Measurements ◽  
Lower Velocity ◽  
Channel Shape ◽  
Spark Channel

It has been demonstrated by previous researchers that an approximate value of the bulk flow velocity through the spark plug gap of a running spark ignition engine may be deduced from the voltage and current waveforms of the spark. The technique has become known as spark anemometry and offers a robust means of velocity sensing for engine combustion chambers and other high temperature environments. This paper describes an experimental study aimed at improving performance of spark anemometry as an engine research tool. Bench tests were conducted using flow provided by a calibrated nozzle apparatus discharging to atmospheric pressure. Whereas earlier studies had relied upon assumptions about the shape of the stretching spark channel to relate the spark voltage to the flow velocity, the actual spark channel shape was documented using high speed video in the present study. A programmable ignition system was used to generate well-controlled constant current discharges. The spark anemometry apparatus was then tested in a light duty automotive engine. Results from the image analysis of the spark channel shape undertaken in the present study have shown that the spark kernel moves at a velocity of less than that of the free stream gas velocity. A lower velocity threshold exists below which there is no response from the spark. It is possible to obtain a consistent, nearly linear relationship between the first derivative of the sustaining voltage of a constant current spark and the free stream velocity if the velocity falls within certain limits. The engine tests revealed a great deal of cycle-to-cycle variation in the in-cylinder velocity measurements. Instances where the spark restrikes occur during the cycle must also be recognized in order to avoid false velocity indications.

An Experimental Study of Spark Anemometry for In-Cylinder Velocity Measurements

2008 ◽  
Vol 130 (4) ◽  
Author(s):  
D. P. Gardiner ◽  
G. Wang ◽  
M. F. Bardon ◽  
M. LaViolette ◽  
W. D. Allan
Keyword(s):  
Experimental Study ◽  
Flow Velocity ◽  
High Speed ◽  
Spark Ignition Engine ◽  
Constant Current ◽  
Velocity Measurements ◽  
Lower Velocity ◽  
Freestream Velocity ◽  
Channel Shape ◽  
Spark Channel

It has been demonstrated by previous researchers that an approximate value of the bulk flow velocity through the spark plug gap of a running spark ignition engine may be deduced from the voltage and current wave forms of the spark. The technique has become known as spark anemometry and offers a robust means of velocity sensing for engine combustion chambers and other high temperature environments. This paper describes an experimental study aimed at improving performance of spark anemometry as an engine research tool. Bench tests were conducted using flow provided by a calibrated nozzle apparatus discharging to atmospheric pressure. While earlier studies had relied upon assumptions about the shape of the stretching spark channel to relate the spark voltage to the flow velocity, the actual spark channel shape was documented using high-speed video in the present study. A programmable ignition system was used to generate well-controlled constant current discharges. The spark anemometry apparatus was then tested in a light duty automotive engine. Results from the image analysis of the spark channel shape undertaken in the present study have shown that the spark kernel moves at a velocity of less than that of the freestream gas velocity. A lower velocity threshold exists below, which there is no response from the spark. It is possible to obtain a consistent, nearly linear relationship between the first derivative of the sustaining voltage of a constant current spark and the freestream velocity if the velocity falls within certain limits. The engine tests revealed a great deal of cycle-to-cycle variation in the in-cylinder velocity measurements. Instances where the spark restrikes occur during the cycle must also be recognized in order to avoid false velocity indications.

scholarly journals Numerical Analysis of Effect of Leading-Edge Rotating Cylinder on NACA0021 Symmetric Airfoil

2019 ◽  
Vol 4 (7) ◽  
pp. 11-17
Author(s):  
Md. Abdus Salam ◽  
Vikram Deshpande ◽  
Nafiz Ahmed Khan ◽  
M. A. Taher Ali
Keyword(s):  
Free Stream ◽  
Numerical Study ◽  
Tangential Velocity ◽  
Leading Edge ◽  
Rotating Cylinder ◽  
Aerodynamic Performance ◽  
Stream Velocity ◽  
Surface Boundary ◽  
Lower Velocity ◽  
Numerical Studies

The moving surface boundary control (MSBC) has been a Centre stage study for last 2-3 decades. The preliminary aim of the study was to ascertain whether the concept can improve the airfoil characteristics. Number of experimental and numerical studies pointed out that the MSBC can superiorly enhance the airfoil performance albeit for higher velocity ratios (i.e. cylinder tangential velocity to free stream velocity). Although abundant research has been undertaken in this area on different airfoil performances but no attempt was seen to study effect of MSBC on NACA0021 airfoil for and also effects of lower velocity ratios. Thus, present paper focusses on numerical study of modified NACA 0021 airfoil with leading edge rotating cylinder for velocity ratios (i.e.) between 1 to 1.78 at different angles of attack. The numerical study indicates that the modified airfoil possess better aerodynamic performance than the base airfoil even at lower velocity ratios (i.e. for velocity ratios 0.356 and beyond). The study also focusses on reason for improvement in aerodynamic performance by close look at various parameters.

Experimental Study on the Effect of Reynolds Number Variation on Drag Force for Various Cut Angle on D-Type Cylinders

2014 ◽  
Vol 493 ◽  
pp. 140-144
Author(s):  
Astu Pudjanarsa ◽  
Ardian Ardawalika
Keyword(s):  
Experimental Study ◽  
Reynolds Number ◽  
Drag Force ◽  
Free Stream ◽  
Force Balance ◽  
Stream Velocity ◽  
Turning Angle ◽  
Subsonic Wind Tunnel ◽  
Minimum Drag ◽  
Number Variation

Experimental study on the effect of Reynolds number variation on drag force for various cut angles on D-type cylinders was performed. Five different cut angles on different cylinders were applied including: 35o, 45o, 53o, 60o, and 65o. The free stream velocity was varied so the Reynolds number also varied.The experiment was carried out at a subsonic wind tunnel. Drag force for a cut D-type cylinder (for example 35o) was measured using a force balance and wind speed was varied so that corresponding Reynolds number of 2.4×104÷5.3×104 were achieved. Wind turning angle was kept at 0o (without turning angle). This experiment repeated for other D-type cylinders.Experiment results show that, for all D-type cylinders, drag force decreased as the Reynolds number increased, then it was increased after attain minimum drag force. For all D-type cylinders and all variations of Reynolds number the drag minimum is attained at cut angle of 53o. This value is appropriate with previous experiment results.

Velocity Measurements on the Forward Portion of a Cylinder

1990 ◽  
Vol 112 (2) ◽  
pp. 243-245 ◽  
Author(s):  
D. E. Paxson ◽  
R. E. Mayle
Keyword(s):  
Boundary Layer ◽  
Laminar Flow ◽  
Circular Cylinder ◽  
Vortex Shedding ◽  
Static Pressure ◽  
Free Stream ◽  
Stream Velocity ◽  
Pressure Measurements ◽  
Velocity Measurements ◽  
Flow Around A Cylinder

Velocity measurements in the laminar boundary layer around the forward portion of a circular cylinder are presented. These results are compared to Blasius’ theory for laminar flow around a cylinder using a free-stream velocity distribution obtained from static pressure measurements on the cylinder. Even though the flow is periodically unsteady as a result of vortex shedding from the cylinder, it is found that the agreement is excellent.

Improvement of Constant Temperature Anemometer and Measurement of Energy Spectra in a Plane Turbulent Jet

2012 ◽  
Author(s):  
Osamu Terashima ◽  
Kazuhiro Onishi ◽  
Yasuhiko Sakai ◽  
Kouji Nagata
Keyword(s):  
Frequency Response ◽  
Free Stream ◽  
Wheatstone Bridge ◽  
Wave Number ◽  
Stream Velocity ◽  
Fine Scale ◽  
Hot Wire ◽  
Velocity Measurements ◽  
Scale Structures ◽  
Constant Temperature Anemometer

A constant temperature anemometer (CTA) is a useful instrument for measuring the velocity fluctuations in turbulent flow. However, in our calibration test, the actual frequency response of a typical CTA was no more than 5 kHz under normal laboratory conditions: for example, the diameter of the hot wire is 5 μm and the free stream velocity is 20 m/s. Therefore, in some cases, a typical CTA is not enough to measure accurately turbulent velocity fluctuations for fine scale structures. In this paper, we present a rearranged CTA circuit to obtain a faster frequency response so that in turn fine-scale structures can be more accurately investigated. A typical CTA circuit consists of a Wheatstone bridge and a feed back circuit. To improve the frequency response, the ratio of the electrical resistance of the Wheatstone bridge is set to 1 and two operational amplifiers with a gain-band width product of 100 MHz and a slew rate of 20 V/μs are used in the feedback circuit. An experiment to estimate the frequency response of the rearranged CTA circuit is performed with a free stream velocity of 20 m/s and using hot wires of diameter 5 μm and 3 μm. Experimental results show that the roll-off frequency of the rearranged CTA circuit is improved from 5 kHz to 20 kHz for the 5 μm hot wire and from 6 kHz to 40 kHz for the 3 μm hot wire. Velocity measurements are made using the rearranged CTA circuit in a plane turbulent jet where the value of the Taylor microscale λ is 3.2 mm and the Taylor-scale Reynolds number Reλ is 440. Measurements shows that the power spectrum obeys the reliable numerical profile derived by a LDIA (Lagrangian Direct-Interaction Approximation) theory until more than 0.20 of the non-dimensional wave number κ1η, which is a wider range in comparison with the results obtained when using a typical CTA circuit. Here, κ1 is the axial wave number and η is the Kolmogorov microscale. Further, velocity measurements are performed taken using the rearranged CTA circuit with a square jet where the value of λ is 6.3 mm and Reλ is 1,720. Measurements shows that the power spectrum obeys the numerical profile by the LDIA theory in the range 0.04 < κ1η < 0.20, which is a much wider range than the results obtained when using a typical CTA circuit (0.04 < κ1η < 0.08). These results indicate that the rearranged CTA circuit can be used to investigate fine-scale structures in turbulent flows more accurately.

scholarly journals Flexible body with drag independent of the flow velocity

2013 ◽  
Vol 735 ◽  
Author(s):  
Thomas Barois ◽  
Emmanuel de Langre
Keyword(s):  
Flow Velocity ◽  
Relative Velocity ◽  
Free Stream ◽  
Strong Dependence ◽  
Flexible Structures ◽  
Survival Strategies ◽  
Stream Velocity ◽  
Flexible Body ◽  
Surprising Result ◽  
Rigid Object

AbstractThe drag of a rigid object is expected to increase with flow velocity. For wide ranges of velocities commonly encountered, the drag increases as the square of the relative velocity of the fluid. This strong dependence of the load on the velocity accounts for specific survival strategies adopted by passive living systems such as plants in wind or algae in marine environments: through elastic reconfiguration, the drag on plants is reduced when compared to a rigid configuration and the velocity exponent for the drag is typically found to be between 1 and 1.5. In this work, a membrane configuration is presented that exhibits a drag force that is almost independent of the free-stream velocity. This surprising result is shown to be remarkably robust as it is experimentally observed for a range of geometries. This study opens the way for the design of devices subjected to a drag that is independent of the flow velocity. This possibility constitutes a key point in various fields involving flexible structures that are towed or subjected to wind.

On Turbulence-Induced Vibrations of a Thin Ribbon With Velocity-Dependent Damping

1970 ◽  
Vol 37 (4) ◽  
pp. 1172-1176 ◽  
Author(s):  
M. E. McCormick ◽  
T. C. Ripley
Keyword(s):  
Experimental Data ◽  
Boundary Layer ◽  
Experimental Study ◽  
Theoretical Analysis ◽  
Flat Plate ◽  
Free Stream ◽  
Turbulent Energy ◽  
Stream Velocity ◽  
Random Vibrations ◽  
Amplitude Response

Results of an experimental study of the turbulence-induced random vibrations of a thin metal ribbon show that an interaction between the vibrating surface and the turbulence exists which results in an increase in the turbulent energy within the boundary layer. In addition, the system damping is shown to vary with the free-stream velocity and to be proportional to the amplitude response of the ribbon. The experimental data and an accompanying theoretical analysis give support to the belief that the damping is primarily a velocity-squared type which is characteristic of a flat plate vibrating normally in a fluid.

An Experimental Study on Heat Transfer Around Two Side-by-Side Closely Arranged Circular Cylinders

2010 ◽  
Vol 132 (11) ◽  
Author(s):  
Takayuki Tsutsui
Keyword(s):  
Heat Transfer ◽  
Experimental Study ◽  
Free Stream ◽  
Local Heat Transfer ◽  
Local Heat ◽  
Circular Cylinders ◽  
Stream Velocity ◽  
Heat Transfer Characteristics ◽  
Minimum Drag ◽  
Coefficient Condition

The present paper describes heat transfer around two side-by-side closely arranged circular cylinders. The flows around two circular cylinders in a side-by-side arrangement can be classified into three flow patterns according to the gap between the two cylinders. The heat transfer characteristics of the cylinders in each flow regime were experimentally investigated. The diameter of the circular cylinders was 40 mm and the gap between the two cylinders varied from 4 mm to 40 mm. The free stream velocity ranged from 4 m/s to 24 m/s, resulting in Reynolds nos. ranging from 1.1×104 to 6.2×104. The local heat transfer coefficient of both cylinders was measured. The overall Nusselt no. of the two cylinders was found to be minimum at G/D(=gap/diameter)=0.4, which is the minimum drag coefficient condition of the two cylinders, too.

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