Conjugate heat transfer (CHT) computational fluid dynamics (CFD) predictions were carried out for impingement heat transfer with obstacle (fins) walls on the target surface midway between the impingement jets and aligned in the direction of the crossflow (direction of outflow of the impingement cooling air) to minimise the pressure loss increase due to the fins. A single sided flow exit was used in a geometry that was applicable to reverse flow cooling of low NOx combustors, but was also relevant to turbine blade and nozzle cooling. A 10 × 10 row of impingement jet holes (hole density n of 4306 m−2) was used, which had ten rows of holes in the cross-flow direction. One heat transfer enhancement obstacle per impingement jet was investigated and compared with previously published experimental results, for Nimonic 75 metal walls, for flow pressure loss and surface averaged heat transfer coefficients. Two different shaped obstacles were investigated with an impingement gap, Z, of 10mm: a continuous rectangular rib 4.5mm high (H) and 3.0 mm thick and a rectangular pin-fin rib with ten 8mm high (H) pins that were 8.6mm wide and 3.0 mm thick. The obstacles were equally spaced on the centreline between each row of impingement jets aligned with the crossflow. The impingement jet pitch to diameter X/D and gap to diameter Z/D ratios were kept constant at 4.66 and 3.06 for X, Z and D of 15.24, 10.00 and 3.27 mm, respectively. The two obstacles investigated had obstacle height to diameter ratio H/D of 1.38 and 2.45. The computations were carried out for three different air coolant mass fluxes G of 1.08, 1.48 and 1.94 kg/sm2bar. The pressure loss ΔP/P and surface average heat transfer coefficient (HTC) h predictions for all three G showed good agreement with the experimental results. The predicted results were also compared with the impingement jet single exit flow, for a smooth target wall of the same impingement hole configuration. A significant increase in the overall surface averaged heat transfer was predicted and measured for the co-flow configuration with rectangular pin-fins. This was a 20% improvement at low coolant flow rates for the rectangular pin fin obstacles and 15% for the ribs. At high coolant flow rates the improvement was smaller at 5% for the rectangular pin fins and 1% for the rectangular ribs.
A 10 row impingement heat transfer configuration with a single sided exit at the end of the impingement gap was modelled using conjugate heat transfer CFD. The predictions were compared with experimental results for an electrically heated, 6.35mm thick, metal wall of nimonic-75, which was impingement cooled. The geometry investigated was a square array of inline impingement 10 × 10 holes with X/D of 4.66 and Z/D of 3.06, where D = 3.27mm. The use of metal walls enabled the local surface averaged heat transfer coefficient h, to be estimated from an imbedded thermocouple that logged the rate of cooling when the heating was removed. Conjugate heat transfer analysis provided local h values, which were surface averaged for comparison with the measured h. The CFD results also provided velocity, turbulence and Nusselt number distributions on the target and impingement jet surfaces. The aerodynamics data enabled the pressure loss of the system to be predicted, which compared well with experimental measurements. The predicted surface distributions of Nusselt number were similar to the surface turbulence kinetic energy distributions, which demonstrated the importance of turbulence in convective heat transfer. Surface averaged heat transfer coefficients were predicted and are in good agreement with the measurements for five coolant mass flow rates. The predicted and measured results for surface averaged h were similar to measurements of other investigators for similar impingement geometries.
Conjugate heat transfer CFD studies were undertaken on impingement square jet arrays with self induced crossflow in the impingement gap with a single sided exit. The aim was to understand the aerodynamic interactions that result in the deterioration of heat transfer with axial distance, whereas the addition of duct flow heat transfer would be expected to lead to an increase in heat transfer with axial distance. A square array of impingement holes was investigated for a common geometry investigated experimentally, pitch to diameter ratio X/D of 5 and impingement gap to diameter ratio Z/D of 3.3 for 11 rows of holes in the crossflow direction. A metal duct wall was used as the impingement surface with an applied heat flux of 100kW/m2, which for a gas turbine combustor cooling application operating at steady state with a temperature difference of ∼450K corresponds to a convective heat transfer coefficient of ∼200 W/m2K. A key feature of the predicted aerodynamics was recirculation in the plane of the impingement jets normal to the cross-flow, which produced heating of the impingement jet wall. This reverse flow jet was deflected by the cross flow which had its peak velocity in the plane between the high velocity impingement jets. The cross-flow interaction with the impingement jets reduced the interaction between the jets on the surface, with lower surface turbulence as a result and this reduced the surface convective heat transfer. A significant feature of the predictions was the interaction of the cross-flow aerodynamics with the impingement jet wall and associated heat transfer to that wall. The results showed that the deterioration in heat transfer with axial distance was well predicted, together with predictions of the impingement wall surface temperature gradients.
Impingement heat transfer investigations with obstacle (fins) on the target surface were carried out with the obstacles aligned normal to the cross-flow. Conjugate heat transfer (CHT) computational fluid dynamics (CFD) analysis were used for the geometries previously been investigated experimentally. A 10 × 10 row of impingement jet holes or hole density, n, of 4306 m−2 with ten rows of holes in the cross-flow direction was used. The impingement hole pitch X to diameter D, X/D, and gap Z to diameter, Z/D, ratios were kept constant at 4.66 and 3.06 for X, D and Z of 15.24, 3.27 and 10.00 mm, respectively. Nimonic 75 test walls were used with a thickness of 6.35 mm. Two different shaped obstacles of the same flow blockage were investigated: a continuous rectangular ribbed wall of 4.5 mm height, H, and 3.0 mm thick and 8 mm high rectangular pin-fins that were 8.6 mm wide and 3.0 mm thick. The obstacles were equally spaced on the centre-line between each row of impingement jets and aligned normal to the cross-flow. The two obstacles had height to diameter ratios, H/D, of 1.38 and 2.45, respectively. Comparison of the predictions and experimental results were made for the flow pressure loss, ΔP/P, and the surface average heat transfer coefficient (HTC), h. The computations were carried out for air coolant mass flux, G, of 1.08, 1.48 and 1.94 kg/sm2bar. The pressure loss and surface average HTC for all the predicted G showed reasonable agreement with the experimental results, but the predictions for surface averaged h were below the measured values by 5–10%. The predictions showed that the main effect of the ribs and pins was to increase the pressure loss, which led to an increased flow maldistribution between the ten rows of holes. This led to lower heat transfer over the first 5 holes and higher heat transfer over the last 3 holes and the net result was little benefit of either obstacle relative to a smooth wall. The results were significantly worse than the same obstacles aligned for co-flow, where the flow maldistribution changes were lower and there was a net benefit of the obstacles on the surface averaged heat transfer coefficient.
Conjugate heat transfer (CHT) computational fluid dynamic (CFD) predictions were carried out for a 10 × 10 square array of impingement holes, for a range of pitch to diameter ratio X/D from 1.9 to 11.0 at a constant impingement gap Z of 10 mm and pitch X of 15.24 mm. The variation of X/D changes the impingement wall pressure loss for the same coolant mass flow rate and also changes the interaction with the impingement gap cross-flow. The experimental technique to determine the surface averaged heat transfer used the lumped capacity method with Nimonic-75 metal walls with imbedded thermocouples and a step change in the hot wall cooling to determine the heat transfer coefficient h from the transient cooling of the metal wall. The test wall was electrically heated to about 80 °C and then transiently cooled by the impingement flow and the lumped capacitance method was used to measure the locally surface average heat transfer coefficient. The predictions and measurements were carried out at an impingement jet mass flux of 1.93 kg/s m2 bar, which is a typical coolant flow rate for regenerative impingement cooling of low NOx gas turbine combustor walls. The computations were conducted for a fixed hot side temperature of 353 K that was imposed at the hot face of the target wall. The wall temperatures as a function of distance along the gap were computed together with the impingement gap aerodynamics. Surface average heat transfer coefficient h and pressure loss predictions were in good agreement with the experimental measurements. However, there was less good agreement for the axial variation of the local surface averaged h for lower values of X/D. The surface averaged heat transfer to the impingement jet wall was also computed and shown to be roughly 70% of target wall impingement heat transfer.
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