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For turbulent flows at relatively low speeds there exists an excellent mathematical model in the incompressible Navier–Stokes equations. Why then is the 'problem of turbulence' so difficult? One reason is that these nonlinear partial differential equations appear to be insoluble, except through numerical simulations, which offer useful approximations but little direct understanding. Three recent developments offer new hope. First, the discovery by experimentalists of coherent structures in certain turbulent flows. Secondly, the suggestion that strange attractors and other ideas from finite-dimensional dynamical systems theory might play a role in the analysis of the governing equations. And, finally, the introduction of the Karhunen-Loève or proper orthogonal decomposition. This book introduces these developments and describes how they may be combined to create low-dimensional models of turbulence, resolving only the coherent structures. This book will interest engineers, especially in the aerospace, chemical, civil, environmental and geophysical areas, as well as physicists and applied mathematicians concerned with turbulence.

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We have modelled the wall region of a turbulent boundary layer by expanding the instantaneous field in so-called empirical eigenfunctions, as permitted by the proper orthogonal decomposition theorem (Lumley 1967, 1981). We truncate the representation to obtain low-dimensional sets of ordinary differential equations, from the Navier–Stokes equations, via Galerkin projection. The experimentally determined eigenfunctions of Herzog (1986) are used; these are in the form of streamwise rolls. Our model equations represent the dynamical behaviour of these rolls. We show that these equations exhibit intermittency, which we analyse using the methods of dynamical systems theory, as well as a chaotic regime. We argue that this behaviour captures major aspects of the ejection and bursting events associated with streamwise vortex pairs which have been observed in experimental work (Kline et al. 1967). We show that although this bursting behaviour is produced autonomously in the wall region, and the structure and duration of the bursts is determined there, the pressure signal from the outer part of the boundary layer triggers the bursts, and determines their average frequency. The analysis and conclusions drawn in this paper appear to be among the first to provide a reasonably coherent link between low-dimensional chaotic dynamics and a realistic turbulent open flow system.

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A turbulent round jet of air discharging into quiescent air was studied experimentally. Some × -wire hot-wire probes mounted on a moving shuttle were used to eliminate rectification errors due to flow reversals in the intermittent region of the jet. Moments of velocity fluctuations up to fourth order were measured to characterize turbulent transport in the jet and to evaluate current models for triple moments that occur in the Reynolds stress equations. Fourth moments were very well described in terms of second moments by the quasi-Gaussian approximation across the entire jet including the intermittent region. Profiles of third moments were found to be significantly different from earlier measurements: 〈uv2〉, 〈uw2〉 and 〈u2v〉 are found to be negative near the axis of the jet. The Basic triple moment model that included turbulent production and models for the dissipation and the return-to-isotropy part of the pressure correlations was found to be unsatisfactory. When mean-strain production and a model for rapid pressure correlations were also included, predictions were satisfactory in the fully turbulent region. The consistency of the measurements with the equations of motion was assessed: momentum flux across the jet was found to be within ±5% of the nozzle input and the integral of radial diffusive flux of turbulent kinetic energy across the jet calculated from the measured third moments was found to be close to zero.

Pod drives are modern outboard ship propulsion systems with a motor encapsulated in a watertight pod. The motor's shaft is connected directly to one or two propellers. The whole unit hangs from the stern of the ship and rotates azimuthally, thus providing thrust and steering without the need of a rudder. Force/momentum and phase-resolved LDA measurements were performed for inline co-rotating and contra-rotating propellers pod drive models (see Fig. 1). Fig. 1 P o d drive model and water tunnel balance The measurements permitted to characterize these ship propulsion systems in terms of their hydrodynamic characteristics. The torque delivered to the propellers and the thrust of the system were measured for different operation conditions of the propellers. These measurements lead to the hydrodynamic optimization of the ship propulsion system. The parameters under focus revealed the influence of distance between propeller planes, propellers' frequency of rotation ratio and type of propellers (co-or contra-rotating) for the overall efficiency of the system. Two of the ship propulsion systems under consideration were chosen, based on their hydrodynamic characteristics, for a detailed study of the swirling wake flow by means of laser Doppler anemometry. A two-component laser Doppler system was employed for the velocity measurements. A light barrier mounted on the axle of the rear propeller motor supplied a TTL signal to mark the beginning of each period, thus providing angle information for the LDA measurements. Measurements were conducted at four axial positions in the slipstream of the pod drives models (see Fig. 2). The mean velocity field was computed by phase averaging of the recorded instantaneous velocity. The results show that wake of contra-rotating propeller is more homogeneous than when they co-rotate. In agreement with the results of the force/momentum measurements and with hypotheses put forward in the literature (see e.g. Breslin and Andersen (1996)), the co-rotating propellers model showed a much stronger swirl in the wake of the propulsor. In addition the second-order moments of turbulent velocity fluctuations were computed. The anisotropy of turbulence was analyzed using the anisotropy tensor introduced by Lumley and Newman (1977). The invariants of the anisotropy tensor of the wake flow were computed and were plotted in the Lumley-Newman-diagram. These measurements revealed that the anisotropy tensor in the wake of ship propellers is located near to the borders of the invariant map, showing a large degree of anisotropy. These results will be presented and will be discussed with respect to applications of turbulence models to predict swirling wake flows. Fig. 2 Axial mean flow development in the wake of a co-rotating propellers pod drive model