Simulation of Erosion Wear in Slurry Pipe Line Using CFD

2016 ◽  
Vol 852 ◽  
pp. 459-465 ◽  
Author(s):  
Vikas Kannojiya ◽  
Satish Kumar ◽  
Mani Kanwar ◽  
S.K. Mohapatra
Keyword(s):  
Particle Size ◽  
Size Range ◽  
Fluid Velocity ◽  
Sand Particle ◽  
Erosion Wear ◽  
Straight Pipe ◽  
Horizontal Pipe ◽  
M 10 ◽  
Ansys Cfx ◽  
Pipe Line

Erosion is a serious problem faced in many industries that includes the transport of sand and water slurry in slurry pipe line. This paper emphasizes on the investigation of erosion on a mild steel straight pipe at different parameters including fluid velocity, particle size and concentration. The fluid velocity is selected in the range of 2.5-10 m/s using computational fluid dynamics code ANSYS-CFX. Sand particle within the size range of 100-400 µm size and concentration 5%-15% are used in this study. An Euler-Lagrange approach is used to solve the multiphase flow phenomenon. A horizontal pipe of diameter 100 mm and length 1 m (10 times of diameter) is considered for the study. The stochastic model of Sommerfeld will be used to account the wall roughness of pipe. It is also observed that the erosion wear in the pipeline strongly depends on fluid velocity, particle size and concentration.

scholarly journals Study on the Influence of Sand Erosion Process on the Wear and Damage of Heat-Treated U75V Rail Steel

2020 ◽  
Vol 143 (8) ◽  
Author(s):  
Kang Shu ◽  
Wen-Jian Wang ◽  
Enrico Meli ◽  
Hao-Hao Ding ◽  
Zhen-Yu Han ◽  
...  
Keyword(s):  
Particle Size ◽  
Particle Velocity ◽  
Erosion Rate ◽  
Rail Steel ◽  
Impact Angle ◽  
Sand Particle ◽  
Erosion Wear ◽  
Heat Treated ◽  
Impact Angles ◽  
The Impact

Abstract Usually, rail materials are exactly affected by the erosion of windblown sand in the desert environment. For this reason, the influence of impact angle, particle velocity, and particle size on the erosion wear behavior of the U75V heat-treated rail steel, a material frequently employed in Chinese railways, were studied in this work. The results showed that, with increasing impact angle, the erosion rate increased between 15 deg and 45 deg, decreased between 45 deg and 75 deg, and then increased again between 75 deg and 90 deg. The highest erosion rate occurred at about 45 deg. When the particle velocity increased, the erosion rate increased approximately in a quadratic way. As the sand particle size increased, the erosion rate presented a decreasing trend. During the initial stage of erosion, shear craters, indentation craters, and ploughing craters were the main surface damage features. The shear craters predominated at the impact angle of 45 deg whereas the indentation craters predominated at 90 deg. During the steady-state of erosion, the rail damage was mainly composed of craters, platelets, and cracks. Both the length and depth of craters increased almost linearly with increasing particle velocity, whereas the increased rate of length was significantly higher than that of depth. The length and depth of craters increased with increasing particle size at 90 deg, whereas only the length increased with increasing particle size at 45 deg. The microstructure evolution and the formation mechanism of platelet at low impact angles were different from those at high impact angles. Platelet formation was the main erosion wear mechanism.

381. Sampling Efficiencies of Three Personal Aerosol Samplers within and Beyond the Inhalable Particle Size Range

2001 ◽  
Author(s):  
V. Aizenberg ◽  
P. Baron ◽  
K. Choe ◽  
S. Grinshpun ◽  
K. Willeke
Keyword(s):  
Particle Size ◽  
Size Range ◽  
Particle Size Range

Influence of Gas-Liquid Two-Phase Intermittent Flow on Hydraulic Sand Dune Migration in Horizontal Pipelines

2010 ◽  
Vol 132 (7) ◽  
Author(s):  
Afshin Goharzadeh ◽  
Peter Rodgers ◽  
Chokri Touati
Keyword(s):  
High Speed ◽  
Sand Dune ◽  
Front Velocity ◽  
Intermittent Flow ◽  
Sand Particle ◽  
Two Phase ◽  
Horizontal Pipe ◽  
Particle Mobility ◽  
Three Phase ◽  
Gas Ratio

This paper presents an experimental study of three-phase flows (air-water-sand) inside a horizontal pipe. The results obtained aim to enhance the fundamental understanding of sand transportation due to saltation in the presence of a gas-liquid two-phase intermittent flow. Sand dune pitch, length, height, and front velocity were measured using high-speed video photography. Four flow compositions with differing gas ratios, including hydraulic conveying, were assessed for sand transportation, having the same mixture velocity. For the test conditions under analysis, it was found that the gas ratio did not affect the average dune front velocity. However, for intermittent flows, the sand bed was transported further downstream relative to hydraulic conveying. It was also observed that the slug body significantly influences sand particle mobility. The physical mechanism of sand transportation was found to be discontinuous with intermittent flows. The sand dune local velocity (within the slug body) was measured to be three times higher than the averaged dune velocities, due to turbulent enhancement within the slug body.

Ultrafine particles in the cabin of a waiting commercial airliner at Tianjin International Airport, China

2017 ◽  
Vol 27 (9) ◽  
pp. 1247-1258 ◽  
Author(s):  
Jianlin Ren ◽  
Junjie Liu ◽  
Xiaodong Cao ◽  
Fei Li ◽  
Jianmin Li
Keyword(s):  
Particle Size ◽  
Ultrafine Particles ◽  
Size Range ◽  
Environmental Control ◽  
Particle Dynamic ◽  
Ground Vehicles ◽  
Flight Delays ◽  
Penetration Factor ◽  
International Airport ◽  
Outdoor Concentration

Passengers and crew on board of commercial airliners often spend extra time in the cabin waiting for departure due to flight delays. During the waiting period, a large amount of ambient ultrafine particles (UFPs) may penetrate into the aircraft cabin through the environmental control system (ECS) and ground air-conditioning cart (GAC). However, limited data are available for human exposure, in waiting commercial airliners, to freshly emitted UFPs from the exhaust of ground vehicles and airliners. To address this issue, we measured the ambient and in-cabin particle number concentrations and particle size distributions (PSDs) simultaneously in an MD-82 airliner parked at Tianjin International Airport, China. When air was supplied to the cabin by GAC, particle counts variation outdoors caused in-cabin variation with a 1–2 min delay. The in-cabin and ambient PSDs ranged from 15 to 600 nm were bimodal, with peaks at 30–40 and 70–90 nm. The GAC and ECS removed 1–73% particles in the size range of 15–100 nm and 30–47% in the size range of 100–600 nm. The relationship between the penetration factor and particle size was an inverted U-curve. An improved particle dynamic model from this study was used to calculate the time-dependent in-cabin UFPs concentrations with dramatic changes in outdoor concentration.

scholarly journals Particle size distribution and particle mass measurements at urban, near-city and rural level in the Copenhagen area and Southern Sweden

2003 ◽  
Vol 3 (6) ◽  
pp. 5513-5546 ◽  
Author(s):  
M. Ketzel ◽  
P. Wåhlin ◽  
A. Kristensson ◽  
E. Swietlicki ◽  
R. Berkowicz ◽  
...  
Keyword(s):  
Particle Size ◽  
Particle Size Distribution ◽  
Size Distribution ◽  
Particle Number ◽  
Size Range ◽  
Urban Background ◽  
Total Particle ◽  
Urban Level ◽  
20 Nm ◽  
Traffic Source

Abstract. Particle size distribution (size-range 3–900 nm) and PM10 was measured simultaneously at an urban background station in Copenhagen, a near-city background and a rural location during a period in September-November 2002. The study investigates the contribution from urban versus regional sources of particle number and mass concentration. The total particle number (ToN) and NOx are well correlated at the urban and near-city level and show a distinct diurnal variation, indicating the common traffic source. The average ToN at the three stations differs by a factor of 3. The observed concentrations are 2500 # cm−3, 4500 # cm−3 and 7700 # cm−3 at rural, near-city and urban level, respectively. PM10 and total particle volume (ToV) are well correlated between the three different stations and show similar concentration levels, in average within 30% relative difference, indicating a common source from long-range transport that dominates the concentrations at all locations. Measures to reduce the local urban emissions of NOx and ToN are likely to affect both the street level and urban background concentrations, while for PM10 and ToV only measurable effects at the street level are probable. Taking into account the supposed stronger health effects of ultrafine particles reduction measures should address particle number emissions. The traffic source contributes strongest in the 10–200 nm particle size range. The maximum of the size distribution shifts from about 20–30 nm at kerbside to 50–60 nm at rural level. We also observe particle formation events in the 3–20 nm size range at rural location in the afternoon hours, mainly under conditions with low concentrations of pre-existing aerosol particles. The maximum in the size distribution of the "traffic contribution" seems to be shifted to about 28 nm in the urban location compared to 22 nm at kerbside. Assuming NOx as an inert tracer on urban scale let us estimate that ToN at urban level is reduced by 15–30% compared to kerbside. Particle removal processes, e.g. deposition and coagulation, which are most efficient for smallest particle sizes (<20 nm) and condensational growth are likely mechanisms for the loss of particle number and the shift in particle size.

Experimental and CFD Investigations to Evaluate the Effects of Fluid Viscosity and Particle Size on Erosion Damage in Oil and Gas Production Equipment

2010 ◽  
Author(s):  
Risa Okita ◽  
Yongli Zhang ◽  
Brenton S. McLaury ◽  
Siamack A. Shirazi ◽  
Edmund F. Rybicki
Keyword(s):  
Particle Size ◽  
Oil And Gas ◽  
Production Equipment ◽  
Gas Production ◽  
Inconel 625 ◽  
Sand Particle ◽  
Fluid Viscosity ◽  
Particle Sizes ◽  
Erosion Rates ◽  
Particle Speed

Zhang et al (2006) utilized CFD to examine the validity of erosion models that have been implemented into CFD codes to predict solid particle erosion in air and water for Inconel 625. This work is an extension of Zhang’s work and is presented as a step toward obtaining a better understanding of the effects of fluid viscosity and sand particle size on measured and calculated erosion rates. The erosion rates of Aluminum 6061-T6 were measured for direct impingement conditions of a submerged jet. Fluid viscosities of 1, 10, 25, and 50 cP and sand particle sizes of 20, 150, and 300 μm were tested. The average fluid speed of the jet was maintained at 10 m/s. Erosion data show that erosion rates for the 20 and 150 μm particles are reduced as the viscosity is increased, while surprisingly the erosion rates for the 300 μm particles do not seem to change much for the higher viscosities. For all viscosities considered, larger particles produced higher erosion rates, for the same mass of sand, than smaller particles. Concurrently, an erosion equation has been generated based on erosion testing of the same material in air. The new erosion model has been compared to available models and has been implemented into a commercially available CFD code to predict erosion rates for a variety of flow conditions, flow geometries, and particle sizes. Since particle speed and impact angle greatly influence erosion rates of the material, calculated particle speeds were compared with measurements. Comparisons reveal that, as the particles penetrate the near wall shear layer, particles in the higher viscosity liquids tend to slow down more rapidly than particles in the lower viscosity liquids. In addition, CFD predictions and particle speed measurements are used to explain why the erosion data for larger particles is less sensitive to the increased viscosities.

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