Determination of Aerodynamic Drag Coefficients of Longitudinal Finned Tubes of LNG Ambient Air Vaporizers Using CFD and Experimental Methods

Lisowski, Filip; Lisowski, E.

doi:10.3390/app122110865

Cited by 5 publications

(8 citation statements)

References 21 publications

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“…However, the contours for transverse flow are given for two planes X-Y and X-Z, since in this case, the arrangement of the pattern on the contours is of a different nature and has certain features. Velocity distribution contours for the placement of transverse flow of fins (Figure 5d) fully correspond to the results obtained in the study of Filip and Edward Lisowski with the drop-shaped contour of the low pressure zone immediately behind the nozzle and a pressure increase from the upper and lower parts of the fins [29]. This representation of the results also applies to the value of total pressure (Figure 6) and dynamic pressure (Figure 7).…”

Section: Resultssupporting

confidence: 82%

“…Velocity distribution contours for the placement of transverse flow of fins (Figure 5d) fully correspond to the results obtained in the study of Filip and Edward Lisowski with the drop-shaped contour of the low pressure zone immediately behind the nozzle and a pressure increase from the upper and lower parts of the fins [29].…”

Section: Resultssupporting

confidence: 82%

“…Using the simulation data, it can be assumed that at a speed of 10 m/s, the difference in the coefficients of aerodynamic drag of the fins of our geometry and those studied by Lisowski will not exceed 25%. Such a discrepancy is quite acceptable, since in our study, the nozzle contains thirty ribs, compared to the nozzle with eight ribs in Lisowski's study [29]. A denser rib structure can cause an increase in the component of form resistance or friction, which is the result of a higher value of the aerodynamic drag coefficient.…”

Section: Resultsmentioning

confidence: 54%

“…For nozzles with eight ribs in their study, Lisowski obtained the value of the coefficient of aerodynamic drag in CFD modeling-C X = 1.14 at a speed of 10.03 m/s [29]. Analyzing the change in the coefficient of aerodynamic drag, according to the graph obtained in our simulation (Figure 8, curve 3), it can be stated that the drag coefficient at values of the Reynolds number Re > 10,000 tends to decrease.…”

Section: Resultsmentioning

confidence: 99%

See 3 more Smart Citations

Aerodynamic Drag Study of the Heat Exchange Equipment with Different Fin Geometries

Korobiichuk,

Kostyk,

Shybetskyi

et al. 2023

ASI

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This article is devoted to the method of numerical modelling of aerodynamics when the air flows around fins of a special design, which is implemented in SolidWorks Flow Simulation. The study was carried out for three types of rib orientation, and the aerodynamic drag coefficients were determined for different values of the Reynolds number. It was confirmed that the drag coefficient values depend significantly on the flow regime. The lowest value of the drag coefficient is observed when the fins are oriented from a larger diameter to a smaller one. In the laminar regime (Re < 2300), the average value of CX = 1.04, in the transitional regime (2300 < Re < 10,000), CX = 0.74, and in the turbulent regime (Re > 10,000), CX = 0.22. Characteristic for this case of orientation is a significant decrease in the drag coefficient during the transition from laminar to turbulent regime; the minimum is observed at the flow speed in the range between 2 and 3 m/s.

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Section: Resultssupporting

confidence: 82%

Section: Resultssupporting

confidence: 82%

Section: Resultsmentioning

confidence: 54%

Section: Resultsmentioning

confidence: 99%

See 2 more Smart Citations

Aerodynamic Drag Study of the Heat Exchange Equipment with Different Fin Geometries

Korobiichuk,

Kostyk,

Shybetskyi

et al. 2023

ASI

View full text Add to dashboard Cite

show abstract

“…Aerodynamic forces and wind speed measurements were recorded using a DaqBook card 8 on a PC 9. Similar problems, including research in a wind tunnel, were described in publications [25][26][27][28][29][30][31]. In turn, the authors of publication [32] conducted experimental studies in a wind tunnel to analyze the dynamic response of a horizontal axis wind turbine depending on the number of blades.…”

Section: Wind Tunnel Test Conditionsmentioning

confidence: 91%

Experimental and Numerical Studies on a Single Coherent Blade of a Vertical Axis Carousel Wind Rotor

Augustyn

Lisowski

2023

Energies

Self Cite

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This article presents the results of experimental and numerical studies on a single coherent rotor blade. The blade was designed for a vertical-axis wind turbine rotor with a self-adjusting system and planetary blade rotation. The experimental tests of the full-scale blade model were conducted in a wind tunnel. A computational fluid dynamics (CFD) analysis of the blade’s cross section was then carried out, including the boundary conditions corresponding to those adopted in the wind tunnel. The main objective of the study was to determine the aerodynamic forces and aerodynamic moment for the proposed single coherent cross-section of the blade for the carousel wind rotor. Based on the obtained results and under some additional assumptions, the driving torque of the wind rotor was determined. The obtained results indicated the possibility of using the proposed blade cross-section in the construction of a carousel wind rotor.

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Influence of Porosity on Drag Coefficient of Perforated Road Signs

2022

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To ensure the structural stability of road signs against strong gusts of wind, perforated road signs with sign boards perforated at regular intervals have been adopted for use in urban road infrastructure. However, ASCE 7-22 standards do not consider the drag coefficient of signs with low porosity, i.e., less than 30%. Therefore, here, computational fluid dynamics (CFD) analysis was performed to analyze the drag coefficient of perforated road signs with a porosity of less than 30%. The aspect and clearance ratios, which are the width/height ratio of a perforated road sign and the height of the perforated road sign/its distance from the ground, respectively, were set as parameters. Subsequently, the drag coefficient of perforated road signs with a porosity of 30% was calculated, and the effect of porosity and wind speed on the drag coefficient of perforated road signs was analyzed. Results show that the drag coefficient of perforated road signs decreased as the porosity increased, with a drag coefficient reduction effect of up to 0.85 times. Furthermore, perforated road signs with a high clearance ratio exhibited significant decreased drag coefficient. For perforated road signs, the drag coefficient does not show a clear correlation with wind speed.

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Determination of Aerodynamic Drag Coefficients of Longitudinal Finned Tubes of LNG Ambient Air Vaporizers Using CFD and Experimental Methods

Cited by 5 publications

References 21 publications

Aerodynamic Drag Study of the Heat Exchange Equipment with Different Fin Geometries

Aerodynamic Drag Study of the Heat Exchange Equipment with Different Fin Geometries

Experimental and Numerical Studies on a Single Coherent Blade of a Vertical Axis Carousel Wind Rotor

Influence of Porosity on Drag Coefficient of Perforated Road Signs

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