Proceedings of ASME-JSME-KSME Joint Fluids Engineering Conference 2011 AJK2011-FED July 24-29, 2011, Hamamatsu, Shizuoka, JAPAN

AJK2011-15020
Effects of Cylinder Diameters, Reynolds number and Distance between Two-Tandem Cylinders on the Wake profile and Turbulence Intensity Amin Rahimzadeh Sharif university of technology Tehran, Tehran, Iran Majid Malek jafarian Birjand university Birjand, Khorasan, Iran Amir Khoshnevis Tarbiat Moalem university of Sabzevar Sabzevar, Khorasan, Iran Diameter of the downstream cylinder (Fig. 2) Distance between the center of the upstream cylinder and the leading stagnation point of the downstream cylinder (Fig. 2) Reynolds number (=UD/) Kinematic viscosity of air Free-stream velocity

Abstract A series of experimental and numerical investigations on two tandem cylinders wake have been studied. The velocity profile and turbulence intensity have been acquired by a single one dimensional Hot Wire anemometer. The two cylinders were mounted in a tandem manner in the horizontal mid plane of the working section. The effect of the upstream cylinder diameter, Reynolds number and the distance between the cylinders on the wake profile and turbulence intensity on the downstream cylinder was investigated, while the Reynolds number ranged between1.5 10^4 ~ 310^4. The upstream cylinder diameter (d) was 10, 20 and 25 mm, while the downstream cylinder diameter (D) was 25 mm, corresponding to d/D ranging from 0.4 ~1.0. The spacing ratio L/d (where L is the distance between the upstream cylinder center and the leading stagnation point of the downstream cylinder) was 2 and 5.5, covering different flow regimes. Observations indicate that two symmetric turbulence intensity peak will occur at mean velocity gradient area. Turbulence area will increase in width for both L/d=2 and 5.5 as increasing distance from the cylinder(x/D) and decreasing free stream velocity. But totally the range of the turbulence area for L/d=5.5 is greater than L/d=2. The wake profiles show that the velocity defect increases as increasing upstream cylinder's diameter for L/d=5.5. While this order cannot be accessed for L/d=2. It is observed that sudden and unusual velocity defect happened for L/d=2 and d/D=0.8 cases, which means that the most velocity defect is running on. Also, numerical solution results of velocity profile have been compared with the mentioned experimental results at station 4 and velocity of 10 m/s for both L/d=2 and 5.5. Results shows a little difference because of using one-dimensional Hot-wire. Nomenclature d Diameter of the upstream cylinder (Fig. 2)

D L Re U

Introduction The study of aerodynamic interference between two closely separated cylinders is of both fundamental and practical significance. In engineering, fluid forces and Strouhal numbers are the major factors considered in the design of multiple slender structures subjected to cross flow, e.g., chimney stacks, tube bundles in heat exchangers, overhead power-line bundles, bridge piers, stays, masts, chemical reaction towers, offshore platforms and adjacent skyscrapers. The simplest configuration of multiple slender structures is two cylinders in either tandem or side-by-side arrangement. Flow around two tandem cylinders of identical diameters is in general classified into three major regimes [1]: (i) the extendedbody regime (L/d < 0.7), where the two cylinders are so close to each other that the free shear layers separated from the upstream cylinder overshoot the downstream one, and the flow in the gap of the cylinders is stagnant; (ii) the reattachment regime (L/d = 0.7~3.5), where The shear layers separated from the upstream cylinder reattach on the downstream cylinder and the flow in the gap is still insignificant; (iii) the co-shedding regime (L/d > 3.5), where the shear layers roll up alternately in the gap between the cylinders and thus the flow in the gap is significant. From the fundamental point of view, aerodynamic interference between two closely separated cylinders may give rise to flow separation, reattachment, vortex impingement, recirculation and quasi-periodic vortices, involving most generic flow features associated with multiple structures.

Thus, flow around two tandem cylinders provides a good model to understand the physics of flow around multiple cylindrical structures. Pannell et al. [2] measured the combined drag force acting on the two parallel circular wires in a tandem arrangement for L/d < 4.5. They surprisingly stated it is interesting to notice that the minimum drag on two wires in contact is only 40% of the drag on one wire alone. This was resulted from the fact that the existence of the downstream wire improved the streaming of the upstream wire. Similar experiment was extended by Biermann & Herrnstein [3] up to L/d = 7.5 (Re = 1.05105). They measured only CD of the individual cylinders; therefore, more investigation was needed to clarify the other parameters, such as, CDrms, CLrms, St, surface pressures, wakes, boundary layer characteristics around the cylinders, etc. Time-averaged pressure measurements on the surfaces of the cylinders were conducted by Hori [4] (Re = 8103), Zdravkovich and Pridden [5] (Re = 6104), Gu and Sun [6] (Re = 2.2105 ~ 3.3105) and Alam et al. [7] (Re = 6.5104). The results showed that for L/d < 3 a negative pressure on the front surface of the downstream cylinder was generated instead of positive pressure, exceeding that on the rear surface. In case of the upstream cylinder, the pressure only on rear surface was affected by the presence of the downstream cylinder. Nevertheless, beyond L/d = 3, the pressure distribution around the cylinders is comparable to that around a single isolated cylinder. Fluctuating surface pressure and behavior of boundary layer on the cylinders for L/d < 8.5 were investigated by Alam et al. [7]. CDrms and CLrms were measured by Arie et al. [8] (Re = 1.57105) and Alam et al. [7]. In the reattachment regime, the later authors established a correlation between CLrms and reattachment position on the downstream cylinder of the shear layers from the upstream cylinder; as the reattachment position moves toward the forward stagnation line, CLrms on the downstream cylinder increases and vice versa. Novak [9] (Re = 1.05104), Kiya et al. [10] (Re = 1.58104) and Igarashi [11,12] (Re= 8.7103~5.2104) measured St and showed that the two cylinders shed vortices at the same frequency at least up to L/d = 10. Wakes characteristics of the cylinders could be found in [13] (Re = 1.5103~1.5104) and [14] (Re =850~1350). Phaseaveraged flow structure, momentum and heat transport in the wake were measured by Zhou & Yiu [15], St by Kiya et al. [10], Alam et al. [7], Xu & Zhou [16] and downstream evolution of wake by Yiu et al. [17]. In this paper series of experimental and numerical investigations on two tandem cylinders wake have been studied. The velocity profile and turbulence intensity have been acquired by a single one dimensional Hot-Wire anemometer.

Measurements were conducted in a low-speed, close-circuit wind tunnel with a 2-m-long test section of 0.40 m 0.40 m. tunnel has a maximum turbulence intensity of 0.1 percent and aspect ratio of 16 and a maximum speed of 30 m / s. Parameters measured by the flow of hot tungsten wire anemometer with diameter 5 m, length of 1.25mm in a constant temperature circuit. The frequency of the probe calibrated 5KHz. two cylinders were mounted in tandem in the horizontal mid plane of the working section. Figures 1 and 2 show schematically experimental setup and the definitions of coordinates(x, y) respectively, with the origin defined at the downstream cylinder back edge. Two-dimensional cylinder in a flow-component x are located so that the cylinder diameter downstream flow, constant and equal to D = 25 mm. three different diameters as upstream cylinder were mounted as d=10, 20, 25 mm and flow was measured behind the downstream cylinder in four station(x/D=1, 2, 3, 4), for three free stream velocities as V=10, 15, 20 m/s using hot-wire anemometer. Also this experiment was done for two different regimes as L/d=2 and L/d=5.5. Results and discussion 1. Velocity profile First, we consider velocity profiles behind the downstream cylinder which has a fix diameter as 25 mm in a tandem manner and compare it with velocity profile when the individual cylinder is mounted alone. So there is three plot for L/d=5.5 while there are three velocities. Also three plot for L/d=2. Fig.3 shows the velocity profile behind the downstream cylinder in L/d=5.5 and free stream velocity of 10 m/s. It is obvious that symbol + is related to an individual cylinder with diameter 25 mm, symbol is related to tandem cylinders with diameter ratio of d/D=0.4, symbol is related to tandem cylinders with diameter ratio of d/D=0.8 and symbol is related to two similar tandem cylinders as d/D=1. Also four stations behind the downstream cylinder are shown by x/D=1, 2, 3, 4. Fig.3 shows that velocity defect for individual cylinder is minimum and in tandem cylinders will increase as upstream cylinder diameter increases. This behavior is constant as the velocity increases which is shown in fig. 4 and fig. 5. Also, for all these velocities, turbulence area will increase as d/D increases. Figs. 6 to 8 shows the velocity profile for flow regime in L/d=2. These figures show velocity defect for individual cylinder again is minimum and is less than it for tandem cylinders. But as it is shown in figs 6 to 8 there is an inordinate velocity defect at d/D=0.8 . It seems that the downstream cylinder is in the Karman vortex of cylinder with diameter 20 mm hence this unusual velocity defect occurs. 2. Turbulence Intensity

Experimental Details

Having considered the turbulence intensity profiles that are related to two regimes of flows at L/d=2 and L/d=5.5 for three velocities results in 6 other plots. Figs 9 to 11 are turbulence intensity profiles at L/d=5.5. It is obvious that two symmetric turbulence intensity peaks occur at mean velocity gradient area. For individual cylinder, maximum turbulence intensity is less than it for tandem cylinders. Difference between maximum peak and minimum peak decreases as d/D increases. Also resuslts shows that maximum turbulence intensity peaks decrease as d/D increases hence when two cylinders are the same, the maximum peaks are minimum. It is shown that as increasing distance from the downstream cylinder and decreasing free stream velocity, turbulence area in y direction gets wide. As decreasing distance between tandem cylinders at L/d=2, we consider the second regime of three mentioned flow regimes. Figs 12 to 14 show the turbulence intensity profiles at L/d=2 for three velocities. Like the third regime at L/d=5.5, difference between maximum intensity peaks and minimum peak is minimum for individual cylinder. Maximum peaks at first station for diameter ratios of d/D=0.4 and d/D=1 are maximum. Also, it is obvious that turbulence area behind the individual cylinder is smaller than tandem cylinders. 3-Numerical Solution An unstructured mesh arrangement with triangular elements was adopted to solve the Navier-Stokes equations. The flexible use of unstructured elements provided the ease of concentrating the mesh around the cylinders to better predict the wake dynamics. The coupling between the pressure and velocity fields was achieved using SIMPLEC technique. SpalartAllmaras one equation model was used to predict the turbulence effects. Figs. 15 to 17 show velocity profile at station four behind the downstream cylinder at 10 m/s velocity and L/d=5.5. Also, figs.18 to 20 show velocity profile at station four behind the downstream cylinder at 10 m/s velocity and L/d=2. Numerical results are in good agreement with experiment. Conclusion Observations indicate that two symmetric turbulence intensity peak will occur at mean velocity gradient area. Turbulence area will increase in width for both L/d=2 and 5.5 as increasing distance from the cylinder(x/D) and decreasing free stream velocity. But totally the range of the turbulence area for L/d=5.5 is greater than L/d=2. The wake profiles show that the velocity defect increases as increasing upstream cylinder's diameter for L/d=5.5. While this order cannot be accessed for L/d=2. It is observed that sudden and unusual velocity defect happened for L/d=2 and d/D=0.8 cases, which means that the most velocity defect is running on. Acknowledgments

Authors are thankful of Tarbiat Moalem university of Sabzevar because of cooperation with these experimental investigations. References
[1] Zdravkovich, M. M., The Effects of Interference Between Circular Cylinders in Cross Flow, J. Fluids Struct., 1, 1987, 239-261. [2] Pannell, J. R., Grffiths, E. A. & Coales, J. D., Experiments on the Interference between Pairs of Aeroplane Wires of Circular and Rectangular Cross-Section, (British) Advisory Committee for Aeronautics, Reports and memoranda No. 208, 7, 1915, 219-221. [3] Biermann, D. & Herrnstein, Jr., The Interference Between Struts in Various Combinations, National Advisory Committee for Aeronautics, Tech. Rep. 468, 1933. [4] Hori, E., Experiments on Flow Around a Pair of Parallel Circular Cylinders, Proc. of 9th Japan National Congress for Applied mechanics, III-11, 1959, 231-234. [5] Zdravkovich, M. M. & Pridden, D. L., Interference between Two Circular Cylinders; Series of Unexpected Discontinuities, J. of Ind. Aerodyn. 2, 1977, 255-270. [6] Gu, Z. & Sun, T., On Interference between Two Circular Cylinders in Staggered Arrangement at High Subcritical Reynolds Numbers, J. Wind Eng. Ind. Aerodyn., 80, 1999, 287-309. [7] Alam, M.M, Moriya, M., Takai, K. & Sakamoto, H., Fluctuating Fluid Forces acting on Two Circular Cylinders in a Tandem Arrangement at a Subcritical Reynolds Number, J. Wind Eng. Ind. Aerodyn., 91, 2003, 139 154. [8] Arie, M., Kiya, M, Moriya, M. & Mori, H., Pressure Fluctuations on the Surface of Two Circular Cylinders in Tandem Arrangement, ASME J. Fluids Eng., 105, 1983, 161-167. [9] Novak, J., Strouhal Number of a Quadrangular Prism, Angle Iron and Two Circular Cylinders Arranged in Tandem, ACTA TECHNICA CSAV, 19, 1974, 361-373. [10] Kiya, M., Arie, M., Tamura, H. & Mori, H., Vortex Shedding from Two Circular Cylinders in Staggered Arrangement, J. Fluids Eng., 102, 1980, 166-173. [11] Igarashi, T., Characteristics of the Flow around Two Circular Cylinders Arranged in Tandem, (1st Report), Bull. the Japan Soc. Mech. Eng., 24, 1981, 323-331. [12] Igarashi, T., Characteristics of the Flow around Two Circular Cylinders Arranged in Tandem (2nd Report), Bull. the Japan Soc. Mech. Eng., 27, 1984, 2380-2387. [13] Ishigai, S., Nishikawa, E., Nishimura, E. & Cho, K., Experimental Study of Structure of Gas Flow in Tube Banks Axes Normal to Flow, Bull. the Japan Soc. Mech. Eng., 15, 1972, 949-956. [14] Sumner D., Price, S. J. & Paidoussis, M. P., Flow- Pattern Identification for Two Staggered Circular Cylinders in Cross-Flow, J. Fluid Mech., 411, 2000, 263-303. [15] Zhou, Y. & Yiu, M. W., Flow Structure, Momentum and Heat Transport in a Two-Tandem-Cylinder Wake, J. Fluid Mech., 548, 2006, 17-48. [16] Xu, G. & Zhou, Y., Strouhal Numbers in the Wake of Two Inline Cylinders, Exp. in Fluids, 37, 2004, 248- 256. [17] Yiu, M. W., Zhou, Y. & Zhu, Y., Passive Scalar Transport in a Turbulent Cylinder Wake in the Presence of a Downstream Cylinder, Flow Trub. Comb., 72, 2004, 449-461.

Figures

Y
Wind tunnel walls

Downstream cylinder

Upstream cylinder

Flow

16D

Flow
d

X D
X/D= 1 2

Fig.1 experimental set-up

Fig.2 Definition of symbols

wake of cylinders in back at 10 m/s velocity and l/d=5.5 d/D=0 (single cylinder) d/D=0.4 d/D=0.8 d/D=1

wake of cylinder at 20 m/s velocity and l/d=5.5

d/D=0 (single cylinder) d/D=0.4 d/D=0.8 d/D=1

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Fig.3 Wake of cylinders in back at 10 m/s velocity and L/d=5.5

wake of cylinder in back at 15 m/s velocity and l/d=5.5 d/D=0 (single cylinder) d/D=0.4 d/D=0.8 d/D=1

1.00

u/uref

Fig.5 Wake of cylinders in back at 20 m/s velocity and L/d=5.5

wake of cylinder at velocity 10 m/s and l/d=2
d/D=0 (single cylinder) d/D=0.4 d/D=0.8 d/D=1

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x/d =1

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Fig.4 Wake of cylinders in back at 15 m/s velocity and L/d=5.5

Fig.6 Wake of cylinders in back at 10 m/s velocity and L/d=2

wake of cylinder at velocity 15 m/s and l/d=2

d/D=0 (single cylinder) d/D=0.4 d/D=0.8 d/D=1
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turbulence intensity of cylinders in back at 15 m/s velocity d/D=0 (single cylinder) d/D=0.4 d/D=0.8 d/D=1

l/d=5.5

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Fig.7 Wake of cylinders in back at 15 m/s velocity and L/d=2

Fig.10 Turbulence intensity of cylinders in back at 15 m/s velocity and L/d=5.5

turbulrnce intensity of cylinders in back at 20 m/s velocity d/D=0 (single cylinder) d/D=0.4 d/D=0.8 d/D=1

wake of cyinder at 20 m/s velocity and l/d=2

d/D=0 (single cylinder) d/D=0.4 d/D=0.8 d/D=1

l/d=5.5

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Fig.8 Wake of cylinders in back at 20 m/s velocity and L/d=2

turbulence intensity of cylinders in back at 10 m/s velocity d/D=0 (single cylinder) d/D=0.4 d/D=0.8 d/D=1

Fig.11 Turbulence intensity of cylinders in back at 20 m/s velocity and L/d=5.5

turbulence intensity of cylinders in back at 10 m/s velocity d/D=0 (single cylinder) d/D=0.4 d/D=0.8 d/D=1

l/d=5.5

l/d=2

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Fig.9 Turbulence intensity of cylinders in back at 10 m/s velocity and L/d=5.5

Fig.12 Turbulence intensity of cylinders in back at 10 m/s velocity and L/d=2

turbulence intensity of cylinders in back at 15 m/s velocity

d/D=0 (single cylinder) d/D=0.4 d/D=0.8 d/D=1

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Fig.13 Turbulence intensity of cylinders in back at 15 m/s velocity and L/d=2

Fig.16 Wake at station 4 at 10 m/s velocity and L/d=5.5 and d/D=0.8

velocity fluctuation of cylinders in back at 20 m/s velocity

d/D=0 d/D=0.4 d/D=0.8 d/D=1

l/D=2

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Fig.17 Wake at station 4 at 10 m/s velocity and L/d=5.5 and d/D=1

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Fig.14 Turbulence intensity of cylinders in back at 20 m/s velocity and L/d=2

Fig.18 Wake at station 4 at 10 m/s velocity and L/d=2 and d/D=0.4

Fig.15 Wake at station 4 at 10 m/s velocity and L/d=5.5 and d/D=0.4

Fig.19 Wake at station 4 at 10 m/s velocity and L/d=2 and d/D=0.8

Fig.20 Wake at station 4 at 10 m/s velocity and L/d=2 and d/D=1