Cylinder aerodynamics

Successful engine design tailors the cylinder aerodynamics to achieve the desired burn rate. In recent times, this has been aided by laser diagnostics and computational fluid dynamics. In-cylinder diagnostic techniques for production engines include the use of rapid response pressure transducers, ion gauges as markers of flame progress, laser doppler velocimetry and emission spectroscopy. These have been reviewed historically by Witze [103]. The two zone analysis of Chun and Heywood [104] enables the net heat release rate to be derived from the pressure-volume relationship [105]. 

The device resembles a cylindrical differential mobility analyzer (DMA) in that a sample flow is introduced around the periphery of the annulus between two concentric cylinders, and charged particles migrate inward towards the inner cylinder in the presence of a radial electric field. Instead of being transmitted to an outlet flow, the sample is collected onto a Nichrome filament located on the inner cylinder. The primary benefit of this mode of size-resolved sampling, as opposed to aerodynamic separation into a vacuum, is that chemical ionization of the vapor molecules is feasible. Because there is no outlet aerosol flow, the collection efficiency is determined by desorption of the particles from the filament, chemical ionization of the vapor, separation in a mobility drift cell, and continuous measurement of the current produced when the ions impinge on a Faraday plate. 

At high Re and Ma in the free-molecule regime, transfer rates for spheres have been calculated by Sauer (S4). These results, together with others for cylinders and plates, have been summarized by Schaaf and Chambre (Sll). The particles are subject to aerodynamic heating and the heat transfer coefficients are based upon the difference between the particle surface temperature and the recovery temperature (see standard aerodynamics texts). In the transitional region, the semiempirical result of Kavanau (K2),... 

Some paradoxes of the turbulence in canopies, or EPRs, were pointed out by Raupach and Thom in their state-of-art review of 1981, [522], The first phenomenon is the value of the drag coefficient of elements that constitute the EPR. The highly precise measurements in aerodynamic tubes brought values that depend on the obstacle shape, the flow turbulence level, and the mutual disposition of obstacles but vary near cf 0.5 for spheres and cf 1 for cylinders in the working range of the local Reynolds number 103 < Re < 105. The same coefficient determined from the field measurements in forests turned out to be several times less (in this case, the indirect calculations were performed). A similar paradox takes place for the exchange coefficients. 

Nanoaerosols are produced fi om all kinds of sources intentionally or as a by-product. Environmental nanoaerosols are produced in the atmosphere by natural nucleation and condensation or incomplete combustion of hydrocarbons. The latter are mostly soot particles between 10 and 100 nm in diameter. Engineered nanoaerosols are a result of recent rapid advances in nanotechnology, produced when manufactured nanomaterials become suspended in the air or other carrier gases. These particles usually have complex shapes, including sphere, cube, cylinder, flake, crystal, etc. These different shapes affect their aerodynamics. 

In addition to steady drag forces the exhaust stack is required to sustain the effects of gust loading. Appendix B of BS (a British standard) 4076 (1978) hi ilii ts procedures for avoiding aerodynamic excitation. In particular, the vortex shedding frequency for an isolated cylinder is given by the empirical formula... 

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